WO2023185777A1 - 一种主动进气格栅及车辆 - Google Patents

一种主动进气格栅及车辆 Download PDF

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Publication number
WO2023185777A1
WO2023185777A1 PCT/CN2023/084210 CN2023084210W WO2023185777A1 WO 2023185777 A1 WO2023185777 A1 WO 2023185777A1 CN 2023084210 W CN2023084210 W CN 2023084210W WO 2023185777 A1 WO2023185777 A1 WO 2023185777A1
Authority
WO
WIPO (PCT)
Prior art keywords
air intake
blade
linkage
bracket
linkage mechanism
Prior art date
Application number
PCT/CN2023/084210
Other languages
English (en)
French (fr)
Inventor
胡超
周健操
魏群雄
郑明敏
和仕超
王砚红
Original Assignee
武汉路特斯汽车有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 武汉路特斯汽车有限公司 filed Critical 武汉路特斯汽车有限公司
Priority to KR1020247027627A priority Critical patent/KR20240136414A/ko
Priority to CN202380015804.6A priority patent/CN118434584A/zh
Publication of WO2023185777A1 publication Critical patent/WO2023185777A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/08—Air inlets for cooling; Shutters or blinds therefor
    • B60K11/085—Air inlets for cooling; Shutters or blinds therefor with adjustable shutters or blinds
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/40—Actuators for moving a controlled member
    • B60Y2400/41—Mechanical transmissions for actuators
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/88—Optimized components or subsystems, e.g. lighting, actively controlled glasses

Definitions

  • the invention relates to the technical field of automobile engines, and in particular to an active air intake grille and a vehicle.
  • Active grille technology is an emerging fuel-saving and emission-reducing technology in the automotive field. It can adjust the flow of external air entering the engine compartment according to engine cooling needs, reduce the resistance caused by redundant air in the internal flow field, and thereby improve vehicle economy. sexual effect. At the same time, the grille also has the function of beautifying the appearance of the car and preventing debris from entering the engine compartment.
  • the invention provides an active air intake grille and a vehicle.
  • the active air intake grille of the present invention includes: a fixed bracket, a linkage bracket, a driving device, a first linkage mechanism and at least one air intake unit;
  • the air intake unit includes a plurality of blades and a plurality of blade linkages
  • the linkage bracket is rotationally connected to the first end of each blade linkage mechanism in the plurality of blade linkage mechanisms, and the second end of each blade linkage mechanism is connected to the first end of each blade. A corresponding rotation connection; the second end of the blade is rotationally connected to the fixed bracket;
  • the first end of the first linkage mechanism is connected to the linkage bracket; the second end of the first linkage mechanism is connected to the driving device;
  • the driving device drives the first linkage mechanism to move, the first linkage mechanism drives the linkage bracket to move, the linkage bracket drives the blade linkage mechanism to move, the blade linkage mechanism drives the The first end of the blade rotates to open or close the air intake unit.
  • the fixed bracket is provided with an air intake unit installation port, and the air intake unit installation port is provided in one-to-one correspondence with the air intake unit;
  • the shape of the air intake unit installation opening includes at least one of a circle and a polygon, and the plurality of blades are circumferentially arranged along an edge of the air intake unit installation opening.
  • the fixed bracket is also provided with a redundant blade installation opening, the redundant blade installation opening is located between the adjacent air intake unit installation openings, and the redundant blade installation opening is provided with blades.
  • it includes a fixed bracket, a linkage bracket, a driving device, a first linkage mechanism and at least one air intake unit;
  • the fixed bracket is provided with an air inlet unit installation port, and the air inlet unit installation port is arranged in one-to-one correspondence with the air inlet unit;
  • the air inlet unit includes a plurality of blades and a plurality of blade linkage mechanisms.
  • the blade is provided with a first end and a second end. The second end of the blade is rotationally connected to the edge of the installation port of the air inlet unit to realize the rotational connection between the blade and the fixed bracket.
  • each blade is One end is away from the edge of the installation opening of the air intake unit relative to its second end, and is rotationally connected to each blade linkage mechanism in a one-to-one correspondence; one end of each blade linkage mechanism is rotationally connected to each blade, and each blade
  • the linkage mechanism also has one end that is rotationally connected to the linkage bracket; the first linkage mechanism is connected to the linkage bracket and the driving device at different positions, and the first linkage mechanism is configured to be able to withstand any
  • the driving device drives and drives the linkage bracket to move, so that the blade linkage mechanism is driven by the linkage bracket, and then the blade linkage mechanism drives the blade to rotate, and the blade flips relative to the fixed bracket, to open or close the air intake unit.
  • the air intake unit is configured such that when the air intake unit is in an open state, an air intake channel is formed on the active air intake grille between blades of the same air intake unit;
  • the channel is configured so that air can penetrate into the active air intake grille; when the air intake unit is in a closed state, the air intake channel disappears;
  • Each blade in the same air intake unit is configured such that the linkage bracket moves in a direction away from the installation port of the air intake unit, and the air intake channel is formed between the blades; after the air intake channel is formed, the linkage bracket The bracket is reset toward the installation port of the air intake unit, and the air intake channel disappears.
  • the blade linkage mechanism is rotationally connected to the blade and is also engaged with the blade.
  • the blade linkage mechanism is rotationally connected to the linkage bracket and is also engaged with the linkage bracket.
  • the blade linkage mechanism includes a main body and a first fitting part, a first base area is provided on the main body, the first base area is connected to the first fitting part, and the first base area is connected to the first fitting part.
  • the coordination department is set up in the On a base area, the first matching part includes a first shaft part and a snap-on part group arranged in order from near to far from the main body.
  • the snap-on part group includes a first snap-on part and a second snap-on part.
  • the first clamping part and the second clamping part are arranged at intervals, the first clamping part and the second clamping part are both connected to the first shaft part, and the first clamping part
  • the clamping part and the second clamping part can be elastically deformed; the blade is provided with a second fitting part, the clamping part group is clamped with the second fitting part, and the first shaft part is connected with the second fitting part.
  • the second fitting part is rotatably connected; the second fitting part is located between the clamping part group and the main body, and the clamping part group and the first base area are configured to cooperate to connect the At least part of the second matching portion is limited therebetween, thereby limiting the disengagement of the blade link mechanism from the blade.
  • the main body is also provided with a second base area, the second base area is connected to the third fitting part, and the third fitting part is provided on the second base
  • the third matching part includes a second shaft part and a third snap-in part arranged at intervals, a fourth matching part is provided on the linkage bracket, and the second shaft part rotates with the fourth matching part Connected, the third clamping part is clamped with the fourth matching part.
  • the blade linkage mechanism further includes an elastic portion connected to the main body and against the linkage bracket to provide buffering when the blade linkage mechanism and the linkage bracket move relative to each other.
  • the elastic part is provided with at least one through-zone, and the through-zone is used to facilitate the deformation of the elastic part located on its peripheral side close to the edge of the elastic part.
  • the number of the penetration areas is more than two, and different penetration areas are used to facilitate the deformation of the elastic portion at different positions, and the different positions of the elastic portion are used to connect the blade link mechanism and the
  • the above-mentioned linkage bracket plays a buffering role at different moments of movement.
  • it also includes a second linkage mechanism, the first linkage mechanism is located on the lower side of the actual vehicle of the linkage bracket and is connected to the linkage bracket, the second linkage mechanism is connected to the fixed The upper end of the actual vehicle of the bracket, the lower end of the actual vehicle of the fixed bracket, the upper end of the actual vehicle of the linkage bracket and the lower end of the actual vehicle of the linkage bracket are connected; the first linkage mechanism is configured to be driven by the driving device and drive the linkage The bracket moves toward the front or rear of the actual vehicle, causing the blade to flip toward the outside or inside the vehicle relative to the fixed bracket to open or close the air intake unit.
  • the second linkage mechanism includes a first split piece and a second split piece that are rotationally connected, and one of the first split piece and the second split piece is connected to a fixed The bracket is rotationally connected, and the other one of the first split piece and the second split piece is rotationally connected with the linkage bracket.
  • one of the first split piece and the second split piece is provided with a shaft area,
  • the other one is provided with a rotary connection part, and the rotary connection part is rotatably connected with the shaft area.
  • the rotary connection part is a sleeve shape with an open side that is integrally formed on one of the first split piece and the second split piece, and the shaft area is integrally formed on one of the first split piece and the second split piece.
  • first split piece and the second split piece are both U-shaped, and one end of the U-shaped first split piece at its opening position is in contact with the linkage bracket and the linkage bracket.
  • One of the fixed brackets is rotatably connected, and the other end at its opening position is rotatably connected with the other of the linkage bracket and the fixed bracket.
  • the operating logic of the driving device includes detecting the resistance it encounters; the second split piece is provided with a force component protruding toward the outside of the second split piece relative to its circumferential side.
  • the force component part is arranged on the rotation track of the first split component, the force component part can hinder the rotation of the first split component and is used to generate an interaction force with the first split component ;
  • the force exerted by the force component from the first separate component is used to be transmitted to the driving device as part of the resistance.
  • This application also provides a vehicle, including the active air intake grille as described in any one of the above items.
  • the active air intake grille provided by this application has the advantages of a large effective air intake area and can improve heat dissipation efficiency.
  • Figure 1 is a perspective view (first angle) of the active air intake grille in Embodiment 1 of the present application.
  • Figure 2 is a perspective view (second angle) of the active air intake grille in Embodiment 1 of the present application.
  • Figure 3 is an exploded view of the active air intake grille in Embodiment 1 of the present application.
  • FIG. 4 is a schematic diagram after assembly of the first link mechanism and the drive shaft in Embodiment 1 of the present application.
  • Figure 5 is a second schematic view of the first link mechanism and the drive shaft after assembly in the first embodiment of the present application.
  • Figure 6 is a schematic diagram of the first link mechanism, the drive shaft and the drive device after assembly in Embodiment 1 of the present application.
  • Figure 7 is a schematic diagram of each arm in the first link mechanism in Embodiment 1 of the present application.
  • FIG. 8 is a schematic diagram of the movement tendency of each part of the first linkage mechanism after being driven by the drive shaft in Embodiment 1 of the present application.
  • Figure 9 is a schematic diagram of two first link mechanisms respectively corresponding to the air intake unit in the open and closed states in Embodiment 1 of the present application.
  • Figure 10 is a schematic diagram of the connection point between the first link mechanism and the inner frame in Embodiment 1 of the present application.
  • Figure 11 is a schematic diagram of the connection point between the first linkage mechanism and the linkage bracket in Embodiment 1 of the present application.
  • Figure 12 is a second schematic view of the connection point between the first linkage mechanism and the linkage bracket in the first embodiment of the present application.
  • Figure 13 is a schematic diagram of a possible structure of the first link mechanism involved in the embodiment of the present application.
  • FIG. 14 is a schematic diagram of the movement of the first link mechanism shown in FIG. 13 and a schematic diagram of the expected movement stroke.
  • Figure 15 is another structural schematic diagram of the first link mechanism involved in the embodiment of the present application.
  • FIG. 16 is a schematic diagram of the movement of the first link mechanism shown in FIG. 15 and a schematic diagram of the expected movement stroke.
  • Figure 17 is a schematic diagram comparing a closed air intake unit and an open air intake unit in Embodiment 1 of the present application.
  • FIG. 18 is a schematic diagram of the blade linkage mechanism in Embodiment 1 of the present application.
  • Figure 19 is a comparative schematic diagram of the postures of the blade linkage when the air intake unit is opened and closed in Embodiment 1 of the present application.
  • Figure 20 is a schematic structural diagram of the blade linkage mechanism and blades in Embodiment 1 of the present application.
  • Figure 21 is a schematic diagram of a partial structure of the active air intake grille in Embodiment 1 of the present application.
  • Figure 22 is a schematic diagram of another structure of the blade linkage mechanism in Embodiment 1 of the present application.
  • Figure 23 is a schematic diagram of another structure of the blade linkage mechanism in Embodiment 1 of the present application.
  • Figure 24 is a schematic diagram of possible cooperation between the blade linkage mechanism and the linkage bracket in Embodiment 1 of the present application.
  • FIG. 25 is a schematic diagram comparing the second linkage mechanism when a corresponding air intake unit is closed and the second linkage mechanism when a corresponding air intake unit is open in Embodiment 1 of the present application.
  • Figure 26 is a schematic diagram of the first separate component and the second separate component before and after assembly in Embodiment 1 of the present application.
  • FIG. 27 is a schematic diagram of the postures of the second link mechanism corresponding to the opening and closing of the air intake unit in Embodiment 1 of the present application.
  • Figure 28 is a schematic diagram of a possible structure of the second link mechanism involved in the embodiment of the present application.
  • FIG. 29 is a schematic diagram of the movement of the second link mechanism shown in FIG. 28 and a schematic diagram of the expected movement stroke.
  • Figure 30 is another structural schematic diagram of the second link mechanism involved in the embodiment of the present application.
  • Fig. 31 is a schematic diagram of the movement of the second link mechanism shown in Fig. 30 and a schematic diagram of the expected movement stroke.
  • Figure 32 is another structural schematic diagram of the second link mechanism involved in the embodiment of the present application.
  • FIG. 33 is a schematic diagram of the movement of the second link mechanism shown in FIG. 32 and a schematic diagram of the expected movement stroke.
  • Figure 34 is a schematic structural diagram of an active air intake grille related to Embodiment 2 of the present application.
  • Figure 35 is another structural schematic diagram of the active air intake grille related to Embodiment 2 of the present application.
  • Figure 36 is a schematic diagram of the air intake unit related to Embodiment 2 of the present application.
  • Figure 37 is a partial structural diagram of the air intake unit involved in Embodiment 2 of the present application.
  • Figure 38 is a schematic diagram of the blades in the air intake unit in the open state according to Embodiment 2 of the present application.
  • FIG. 39 is a schematic diagram of the blades in the air intake unit in the closed state according to Embodiment 2 of the present application.
  • Figure 40 is a partial detailed view of the active air intake grille involved in Embodiment 2 of the present application.
  • Figure 41 is a partial detailed view of the active air intake grille involved in Embodiment 2 of the present application.
  • Figure 42 is a partial detailed view of the active air intake grille involved in Embodiment 2 of the present application.
  • Figure 43 is a schematic diagram of air intake grilles of different shapes of air intake units involved in the embodiment of the present application.
  • Figure 44 is a schematic diagram of an air intake grille in the prior art.
  • FIG. 45 is a schematic diagram of the engaging portion and the engaging hole in the related art before and after they are mated.
  • Figure 46 is a schematic diagram of a mobile structure involved in the related art.
  • 8-Flip shaft 9-Connection point, 10-Air inlet unit, 11-First air inlet part, 12-Second air inlet part, 22-Redundant blade installation port, 23-Support bracket.
  • connection In the description of the present invention, unless otherwise expressly stipulated and limited, the terms “arrangement”, “installation”, “connection”, “connection”, etc. should be understood in a broad sense. For example, it can be a fixed connection or a detachable connection. Connection, or integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms can be understood on a case-by-case basis.
  • this application provides a vehicle.
  • the vehicle is provided with an active air intake grille.
  • the active air intake grille includes a fixed bracket 1, a linkage bracket 2, a driving device 3, and a first connecting rod.
  • the fixed bracket 1 is provided with an air inlet unit installation port, and the air inlet unit installation port is arranged in one-to-one correspondence with the air inlet unit 10;
  • the air inlet unit 10 includes multiple blades 6 and a plurality of blade linkages 7.
  • the blade 6 is provided with a first end and a second end.
  • the second end of the blade 6 is rotationally connected to the edge of the installation port of the air intake unit.
  • the first end of the blade 6 is relative to the blade.
  • the second end of 6 is away from the edge of the air intake unit installation opening, and is rotatably connected to each blade linkage 7 in a one-to-one correspondence; except that one end of each blade linkage 7 is rotatably connected to the corresponding blade 6, each blade
  • the linkage mechanism 7 also has one end connected to the linkage bracket 2 for rotation.
  • the first linkage mechanism 4 in this embodiment is also connected to the linkage bracket 2 and the driving device 3 at different positions.
  • the first linkage mechanism 4 is configured to be driven by the driving device 3 and drive the linkage bracket 2 to move. , so that the blade linkage mechanism 7 is driven by the linkage bracket 2, and then the blade linkage mechanism 7 drives the blade 6 to rotate, and the blade 6 flips relative to the fixed bracket 1 to open or close the air intake unit 10.
  • the first end of the blade 6 is far away from the edge of the air intake unit installation opening relative to the second end of the blade 6, and the blade The first end of 6 is rotatably connected to the blade linkage 7.
  • the blade 6 can be flipped relative to the fixed bracket 1 under the drive of the blade linkage 7 to open or close the air inlet unit 10. Therefore, the air inlet unit in this embodiment 10 In the process from closing to opening to a certain extent, the air will definitely penetrate into the active air intake grille from between the multiple blades 6.
  • the straight waterfall blade B can only open in a single direction; based on the design that the straight waterfall blade B can only open in a single direction, it is obvious that at most of the opening angles of the straight waterfall blade B, In straight waterfall blade B During the opening process, a considerable part of the air entering the car from outside the car through the air inlet deviates from the driving direction, which will undoubtedly have a negative impact on the effective air intake area of the grille, thereby affecting heat dissipation. efficiency.
  • the air intake grille in this case will not cause such a situation; based on this, the active air intake grille provided in this embodiment has a larger effective air intake area and can improve the heat dissipation efficiency.
  • each air intake unit 10 includes six triangular blades 6; for convenience of illustration, the three air intake units 10 located on the right side of the actual vehicle are set to a closed state, and the three air intake units 10 located on the left side of the actual vehicle are set to a closed state.
  • the three air intake units 10 are arranged to be turned over at a certain angle toward the rear of the vehicle relative to the fixed bracket 1, that is, the three air intake units 10 are in an open state.
  • the fixed bracket 1 includes an exterior frame 1a and an inner frame 1b arranged in sequence from the front to the rear of the vehicle.
  • the exterior frame 1a is located on the front side of the linkage bracket 2.
  • the exterior frame 1a and the inner frame 1b are respectively provided with There are six hexagonal through-holes used to form the aforementioned air intake unit installation opening; at the same time, a radial support bracket 23 is provided across each through-hole provided on the exterior frame 1a to ensure air intake.
  • the overall strength of the unit mounting opening is provided.
  • the active air intake grille is provided with two linkage brackets 2 of approximately rectangular frames.
  • One of the two linkage brackets 2 is located behind the three air intake units 10 on the left side of the actual vehicle. side, the other of which is located on the rear side of the three air intake units 10 on the right side of the actual vehicle.
  • the air intake unit 10 is configured such that when the air intake unit 10 is in an open state, an air intake channel ⁇ is formed on the active air intake grille between each blade 6 of the same air intake unit 10, and the air intake channel ⁇ will As the blade 6 turns toward the inside of the car, the opening continues to expand until the blade 6 rotates to the maximum opening; the air intake passage ⁇ is configured so that air can penetrate into the active air intake grille; when the air intake unit 10 is in a closed state, The air intake channel ⁇ disappears; each blade 6 in the same air intake unit 10 is configured such that the linkage bracket 2 moves in a direction away from the installation port of the air intake unit, the air intake unit 10 opens, and the air intake channel ⁇ is formed between the blades 6; After the air intake channel ⁇ is formed, the linkage bracket 2 is reset in the direction close to the installation port of the air intake unit, and the air intake channel ⁇ disappears; that is, during the movement of the linkage bracket 2 in the direction close to the installation port of the air intake unit, the air
  • the linkage bracket 2 is also provided with a mating port 2a corresponding to the air intake unit 10.
  • the mating port 2a penetrates the linkage bracket 2 and is configured to communicate with the air intake channel ⁇ , so that when the air intake unit 10 When opened, there will be no solid part on the linkage bracket 2 that blocks the rear side of the air intake channel ⁇ and directly blocks the entry of air. At the same time, there will be no solid part on the linkage bracket 2 exposed through the air intake channel ⁇ , ensuring the aesthetics of the vehicle.
  • a preferred but not necessarily necessary solution includes: fixing magnetic parts that can attract each other on the inner frame 1b and the linkage bracket 2 respectively.
  • the beneficial effects of such an arrangement include: even if the active air intake grille is used for a long time, there may be some fit deviation between the internal components and the linkage bracket 2 cannot be simply driven by the driving device 3 to move into place. With the magnetic parts that can attract each other, the inner frame 1b and the linkage bracket 2 can also fit in place under the magnetic attraction of the magnetic parts, and the blade 6 will not be unable to close tightly.
  • the air intake grille also includes a driving shaft 41 fixedly connected to the driving device 3, one end of the driving shaft 41 is fixedly connected to the driving device 3, and the other end of the driving shaft 41 is rotationally connected to the first linkage mechanism 4; at the same time, the inner frame
  • the shape of 1b is similar to a long U-shaped piece with the opening facing the rear of the car.
  • the driving device 3 is located below the inner frame 1b, and the first linkage mechanism 4 is located on the lower side of the linkage bracket 2 and is between the inner frame 1b and the linkage bracket 2 at the same time, and is connected to the inner frame 1b and the linkage bracket 2; in this embodiment, the driving device 3 is made to work and the drive shaft is 41 rotates, the first linkage mechanism 4 can drive the linkage bracket 2 to move forward and backward relative to the fixed bracket 1.
  • the first linkage mechanism 4 also exemplarily includes a connected main shaft 42 and a plurality of arms 43. One end of each arm 43 in each arm 43 is as shown in Figures 6 and 5.
  • the orientation shown in Figure 7 is rotationally connected to the main shaft 42 or other supporting arms 43 or the driving shaft 41; the first linkage mechanism 4 is configured as follows: one arm 43 and the driving shaft 41 share a rotation axis, and the driving device 3 drives the drive When the shaft 41 rotates, the drive shaft 41 can drive the support arm 43 sharing the same rotation axis to rotate, and then drive the other support arms 43 and the main shaft 42 to move, forming the movement of the first linkage mechanism 4 . For example, when the drive shaft 41 moves in the clockwise direction in FIG.
  • the other arms 43 will also move in the corresponding directions marked in FIG. 8 (for example, the arm 43 at I moves in the counterclockwise direction in FIG. 8 (the hour hand rotates and moves to one side), and the first linkage mechanism 4 drives the linkage bracket 2 to move from front to back, so that the air intake unit 10 changes from the closed state to the open state; similarly, when the driving device 3 When the drive shaft 41 is driven to move counterclockwise in Figure 8, the linkage bracket 2 can be reset from back to front, and the air intake unit 10 can be closed again.
  • the driving shaft 41 can be an assembly with the driving device 3 , can also be an assembly with the first link mechanism 4 , or can be independent of the first link. Separate parts of the mechanism and drive 3.
  • Figure 9 shows a first link mechanism 4 located on the left side of the vehicle in this embodiment and a first link mechanism 4 located on the right side of the vehicle in this embodiment.
  • Another first linkage 4 in which the three air intake units 10 corresponding to the former are all in an open state, the corresponding blades 6 have a certain opening to flip into the vehicle, and the three air intake units 10 corresponding to the latter are all open.
  • the air units 10 are all in a closed state, and the corresponding blades 6 have no opening to turn over into the vehicle.
  • the first linkage mechanism 4 is also rotationally connected to the inner frame 1b and has four connection points 9 as shown in Figure 10 (these four connection points 9 are filled in for convenience of illustration); the first linkage The mechanism 4 is also rotatably connected to the linkage bracket 2 and has five connection points 9 as shown in Figures 11 and 12 (these five connection points 9 are filled in for convenience of illustration).
  • the specific connection methods between the support arm 43 and the support arm 43, the support arm 43 and the main shaft 42, and the support arm 43 and the drive shaft 41 in the first linkage mechanism 4 are all clearly understood by those skilled in the art.
  • linkage bracket 2 needs to move forward and backward, it can be flexibly set as needed; for those skilled in the art, disclosing the specific form of the first linkage mechanism 4 is enough for those skilled in the art to conduct a limited number of tests. Implement this structure under prerequisites.
  • the first link mechanism 4 can not only adopt the above-mentioned structure, but those skilled in the art can adjust and redesign the specific form of the first link mechanism 4 .
  • the first linkage mechanism 4 can be in the form shown in Figure 13, and have the movement diagram and expected movement stroke shown in Figure 14; the first linkage mechanism 4 can also be in the form shown in Figure 15 , and has the movement diagram and expected movement stroke as shown in Figure 16.
  • any one of the above-mentioned first link mechanisms 4 or a flat link structure of the same type is applied between the linkage bracket 2 and the fixed bracket 1, so that the driving device 3 can be taken advantage of. It is arranged below the linkage bracket 2 and the fixed bracket 1, so that the driving device 3 does not need to be arranged behind the linkage bracket 2 and the fixed bracket 1, thereby saving the layout space in the car and making it easier for designers to arrange the active air intake grille. Parts that need to be cooled behind the grille (such as the engine).
  • the length of the first linkage mechanism 4 can be easily matched according to the lengths of the linkage bracket 2 and the fixed bracket 1 in the left and right directions of the actual vehicle, thereby ensuring that the first linkage mechanism Between 4 and linkage bracket 2 Enough connection points 9 can be arranged to ensure that enough connection points 9 can be arranged between the first link mechanism 4 and the fixed bracket 1, and finally the structure formed by the first link mechanism 4, the linkage bracket 2 and the fixed bracket 1 It has considerable connection strength to ensure that the linkage bracket 2 can smoothly drive the movement of the aforementioned blade linkage mechanism 7, thereby causing the blades 6 to flip over and the air intake unit 10 to open and close.
  • Figure 17 is a comparative schematic diagram of a closed air intake unit 10 and an open air intake unit 10. It can be seen from Figure 17 that the air intake unit 10 includes a plurality of blades 6 and a plurality of blades as mentioned above. Based on this, for example, the blade linkage mechanism 7 is rotationally connected to the blade 6 and is also engaged with the blade 6 . The blade linkage mechanism 7 is rotationally connected to the linkage bracket 2 and is also engaged with the linkage bracket 2 .
  • each blade 6 is rotationally connected to the fixed bracket 1 by means of a flip shaft 8 .
  • the blade linkage mechanism 7 includes a main body 71 and a first fitting part 72.
  • the main body 71 is provided with a first base area 711.
  • the first base area 711 is connected to the first fitting part 72, and the first fitting part 72 is provided on
  • the first matching part 72 includes a first shaft part 721 and a snap-on part group 722 which are arranged in order from near to far from the main body 71 .
  • the snap-on part group 722 includes a first snap-on part 7221 and a second snap-on part 722 .
  • the latching part 7222, the first latching part 7221 and the second latching part 7222 are arranged at intervals.
  • the first latching part 7221 and the second latching part 7222 are both connected to the first shaft part 721.
  • the first latching part 7221 and The second engaging portion 7222 can be elastically deformed; correspondingly, the blade 6 is provided with a second fitting portion 61, the engaging portion group 722 is engaged with the second engaging portion 61, and the first shaft portion 721 is engaged with the second engaging portion 61.
  • the fitting portion 61 is rotationally connected; the second fitting portion 61 is located between the snap-in portion group 722 and the main body 71 , and the snap-in portion group 722 and the first base area 711 are configured to cooperate to restrict at least part of the second fitting portion 61 Between them, the separation of the blade linkage 7 and the blade 6 is further restricted.
  • the main body 71 and the first matching part 72 are integrally formed, and the first shaft part 721 and the clamping part group 722 are located on the main body.
  • the first shaft portion 721 extends from the main body 71 toward the outside of the main body 71
  • the first engaging portion 7221 and the second engaging portion 7222 extend from the first shaft portion 721 toward the outside of the first shaft portion 721
  • the first clamping part 7221 and the second clamping part 7222 each include a clamping head for forming a clamping relationship with the second mating part 61
  • the main body 71 and the clamping head are used to cooperate to engage at least one part of the second mating part 61 . are partially restricted between them, thus restricting the separation of the blade link mechanism 7 and the blade 6 .
  • the first shaft part 721 is a cylinder with uneven diameter
  • the second fitting part 61 is roughly sleeve-shaped (see Figure 20)
  • the first shaft part 721 is a cylinder with uneven diameter.
  • the maximum diameter is configured so that the portion of the first shaft portion 721 butts against the inner wall of the second fitting portion 61 without impeding the rotation of the first shaft portion 721 .
  • the first shaft portion 721 is rotatably connected to the second matching portion 61 at the center of gravity of the blade 6. Such an arrangement can ensure that the blade 6 is stressed stably, and at the same time, the blade needs to be 6
  • the force required for turning over (provided by the drive device 3) should not be too large.
  • the blade linkage mechanism 7 further includes a third fitting part 73, and a second base area 712 is also provided on the main body 71.
  • the second base area 712 is connected to the third fitting part 73, and the third fitting part 73 is provided on the third fitting part 73.
  • the third matching part 73 includes a second shaft part 731 (one second shaft part 731 is filled for convenience of illustration), and the linkage bracket 2 is provided with a fourth matching part 2b (see Figure 21) , the second shaft part 731 is rotationally connected to the fourth fitting part 2b.
  • the main body 71 and the third matching part 73 are integrally formed, and the second shaft part 731 extends from the main body 71 toward the outside of the main body 71 .
  • the third matching part 73 also includes a third snap-in part 732.
  • the third snap-in part 732 is spaced apart from the second shaft part 731.
  • the preferred but not necessarily required arrangement of the third snapping part 732 includes: the third snapping part 732 and the second shaft part 731 are located on the same side of the main body 71,
  • the three latching parts 732 extend from the main body 71 toward the outside of the main body 71 and include a chuck for forming a latching relationship with the fourth mating part 2b.
  • the main body 71 and the chuck are used to cooperate to connect the fourth mating part 2b. At least part of them is limited between them, thereby limiting the separation of the blade link mechanism 7 and the fixed bracket 1 .
  • the two ends of the blade linkage mechanism 7 are equivalent to snap-fitting with the blade 6 and the linkage bracket 2 respectively.
  • Such a design can Provide reliable connection stability between the blade linkage mechanism 7 and the blade 6 and the linkage bracket 2 to ensure that the blade linkage mechanism 7 will not connect with the blade 6 and the linkage bracket 2 under various driving conditions (such as bumpy driving) Disengage.
  • the snap-on portion group and the main body 71 limit at least part of the second matching portion 61 between them, and the third snap-on portion
  • the portion 732 and the main body 71 limit at least part of the fourth fitting portion 2b between them
  • the margin that the second fitting portion 61 can move between the snapping portion group and the main body 71 is regarded as the first margin.
  • the margin that the fourth fitting part 2b can move between the third engaging part 732 and the main body 71 is the second margin.
  • the second margin is larger than the first margin.
  • the positions of the first fitting part 72 and the third fitting part 73 on the main body 71 can be mutually adjusted.
  • the second fitting part on the blade 6 The characteristic form of the fitting part 61 and the characteristic form of the fourth fitting part 2b on the linkage bracket 2 are also mutually adapted.
  • the blade linkage mechanism 7 also includes an elastic part 74 (one elastic part 74 is filled for convenience of illustration).
  • the elastic part 74 is connected to the main body 71 and used to connect with the linkage bracket 2 Offset each other to play a buffering role when the blade linkage mechanism 7 and the linkage bracket 2 move relative to each other.
  • the elastic part 74 is provided with at least one through area 741, and the through area 741 is used to facilitate access to the elastic part 74. A portion of the edge of the elastic portion 74 is deformed. As shown in Figures 24 and 25, other solutions that are preferred but not necessarily required include: setting the number of through-zones 741 to more than two, and different through-zones 741 are used to facilitate the deformation of the elastic portion 74 at different positions. Different positions of the portion 74 are used to play a buffering role at different moments when the blade linkage mechanism 7 and the linkage bracket 2 move. Other solutions that are preferred but not necessarily required include: the penetration area 741 is polygonal or circular; the elastic portion 74 is integrally formed with the main body 71 through insert injection molding.
  • the blade linkage mechanism 7 is actually equivalent to an adapter for rotation, that is, this embodiment also provides an adapter for rotation; with the second One of the components and the first component is the blade 6, and the other is the linkage bracket 2.
  • the design principles of the adapter include:
  • An adapter for rotation used to connect to the first component and the second component at different positions, including a main body 71 and a third matching part 73 connected to the main body 71.
  • the main body 71 is provided with The second base area 712
  • the third fitting part 73 is provided on the second base area 712
  • the third fitting part 73 includes a second shaft part 731 and a third clamping part 732 arranged at intervals;
  • the second component is provided with a fourth fitting part 2b
  • the second shaft part 731 is used for rotationally connecting with the fourth fitting part 2b
  • the third snap-in part 732 is used for fitting with the fourth fitting part 2b.
  • part 2b is engaged, and the main body 71 and the third engaging part 732 are used to cooperate to limit at least part of the fourth matching part 2b It is restrained between them, thereby restricting the movement of the fourth fitting part 2b and restricting the separation of the adapter piece from the second part.
  • the transmission between components often requires the use of adapters; considering one of the two components as the first component and the other as the second component, the adapter needs to be connected to the third component at different positions.
  • One component is connected to a second component, and in order to prevent the adapter from detaching from the component, the structure formed by the adapter and the component needs to be designed with corresponding stop features, such as the snap-in part C and other snap-in features, to prevent the adapter from and separate from the component;
  • the connection structure between some adapters and components will include two spaced apart snap-in parts C and a snap hole D as shown in Figure 45, where the two snap-in parts C are integrated It is formed on the physical part E of one of the adapter and the component, and can be elastically deformed; when it is necessary to assemble the adapter and the component, it is only necessary to apply force on the two clamping parts C to temporarily bring them closer to each other, and then Put them into the clamping hole D and remove the external force to complete the clamping of the
  • the third engaging portion C can be connected to the main body 71 through the connection between the third engaging portion C and the main body 71 .
  • the cooperation allows the adapter to be connected to the second component and snap-joined with the second component. Therefore, compared with the structure in which four snap-joint parts C are provided in the related art, it has the advantage of lower production cost. ;
  • the third snap-in portion C is spaced apart from the second shaft portion 731 , the production requirement of the adapter is also low; finally, since only the third snap-in portion C is provided on one end of the rotating member, it is convenient.
  • the adapter is both connected to and snap-connected with the second component. Therefore, the assembly of the end where the third snap-in portion C is located does not require workers to perform assembly at the same time. Force is exerted from the pairs of snap-on parts C belonging to different ends, and the assembly of the adapter is also less difficult.
  • the push-pull structure includes a first component, a second component and the aforementioned adapter.
  • the adapter and its different positions are respectively connected with the first component. It is rotatably connected with the second component and is also snap-connected with the first component and the second component.
  • the first component and the second component can be transmitted by means of the adapter.
  • the active air intake grille also includes a second linkage mechanism 5.
  • the second linkage mechanism 5 is connected to the upper end of the actual vehicle of the fixed bracket 1, the lower end of the actual vehicle of the fixed bracket 1, the upper end of the actual vehicle of the linkage bracket 2, and the lower end of the actual vehicle of the linkage bracket 2.
  • the second linkage mechanism 5 is used to transmit the force from the first linkage mechanism 4 to the connection between the first linkage mechanism 4 and the linkage bracket 2 to the entire linkage bracket 2 to ensure the opening and closing of the air intake unit 10
  • the action can be carried out smoothly under any driving conditions, and the structural strength and modality of the system formed between the blade 6-linkage bracket 2-fixed bracket 1 are ensured.
  • the first linkage mechanism 4 is disposed on the lower side of the linkage bracket 2 and between the linkage bracket 2 and the fixed bracket 1, the first linkage mechanism 4 is equivalent to being disposed on the active air intake At the lower part of the grille, the first linkage mechanism 4 is equivalent to moving the linkage bracket 2 through "push and pull"; based on this, first of all, when the vehicle needs to resist strong wind, such as when driving on the highway, it is equipped with a second linkage mechanism
  • the active air intake grille of 5 can quickly transfer the force exerted by the first linkage mechanism 4 on the lower part of the linkage bracket 2 to the entire linkage bracket 2, thereby ensuring that the blade 6 can successfully complete the required flipping action, open and close under strong wind.
  • Air intake unit 10 secondly, since the second linkage mechanism 5 is connected to the upper and lower ends of the linkage bracket 2 and the upper and lower ends of the fixed bracket 1, the blade 6-linkage bracket 2-fixed bracket 1 system is equivalent to A movable bridge that can transmit force and is strong will undoubtedly increase the structural strength and modality of the entire system, while indirectly increasing the overall structural strength and modality of the active air intake grille.
  • the second linkage mechanism 5 includes a first split piece that is rotationally connected. 51 and the second split piece 52, one of the first split piece 51 and the second split piece 52 is rotationally connected to the fixed bracket 1, and the other of the first split piece 51 and the second split piece 52 Rotally connected with the linkage bracket 2.
  • preferred but not necessarily necessary arrangements include: a shaft area 53 is provided on one of the first split piece 51 and the second split piece 52, and a rotary connection portion 54 is provided on the other of the first split piece 51 and the second split piece 52.
  • the shaft area 53 is connected in a rotational manner.
  • FIG. 26 illustrates the situation in which the shaft area 53 is provided on the first separate part 51 and the rotating connection part 54 is provided on the second separate part 52 .
  • the rotating connection portion 54 is a sleeve shape with an open side that is integrally formed on one of the first split piece 51 and the second split piece 52
  • the shaft area 53 is integrally formed on one of the first split piece 51 and the second split piece 52 .
  • the shaft area 53 is provided on the first separate part 51 and the rotary connection part 54 is provided on the second separate part 52 .
  • Preferred but not necessarily necessary settings also include: both the first split piece 51 and the second split piece 52 are U-shaped, and one end of the U-shaped first split piece 51 at its opening position is connected to the linkage bracket 2 and One of the fixed brackets 1 is rotatably connected, and the other end at its opening position is rotatably connected with the other one of the linkage bracket 2 and the fixed bracket 1 .
  • Preferred but not necessarily necessary settings also include: in the active air intake grille, as shown in Figure 2, a second linkage mechanism 5 is connected to the upper left corner of the actual vehicle and the lower left corner of the actual vehicle of the linkage bracket 2, and is connected to the fixed The upper left corner of the actual vehicle of the bracket 1 is connected to the lower left corner of the actual vehicle; there is also a second linkage mechanism 5 connected to the upper right corner of the actual vehicle and the lower right corner of the actual vehicle of the linkage bracket 2, and connected to the upper right corner of the actual vehicle and the actual vehicle of the fixed bracket 1. The lower right corner of the car is connected.
  • the preferred but not necessarily necessary arrangement also includes: the second split piece 52 is also provided with a component portion 55 that projects upward relative to the circumferential side.
  • the purpose of the force dividing part 55 is to share the force exerted by the blade 6 during the opening and closing process of the air intake unit 10; a more detailed description of this is that in some possible embodiments,
  • the blade 6 When the blade 6 is flipped from the inside of the car to the outside of the car to the extent of closing the air intake unit 10, it will contact the support bracket 23 on the exterior frame 1a, and the driving device 3 stops driving the linkage bracket 2 to move forward.
  • the logic includes that when the driving device 3 encounters a certain resistance, it stops driving the linkage bracket 2 to move forward; wherein, the "certain resistance” refers to when the blade 6 flips to the extent of closing the air intake unit 10, the blade 6 is affected by The support bracket 23 on the exterior frame 1a blocks and generates a certain value of reaction force with the support bracket 23 .
  • the driving device 3 stops the judgment of driving the linkage bracket 2 to move forward. To satisfy the break condition, it is actually necessary for the blade 6 to collide with the support bracket 23 driven by the driving device 3 first, and the force of the collision between the blade 6 and the support bracket 23 is transmitted to the driving device 3 in the form of resistance.
  • the force component 55 is provided.
  • the force component 55 By arranging the force component 55 so that when the blade 6 collides with the support bracket 23 , the first separate component 51 collides with the force component 55 at the same time, then the first separate component 51
  • the force generated by the collision with the force component part 55 will also be fed back to the driving device 3 in the form of resistance, so that the resistance received by the driving device 3 actually becomes the force between the first split piece 51 and the force component part 55
  • the resultant force composed of the force between the blade 6 and the support bracket 23 can easily meet the judgment conditions of the driving device 3, causing the driving device 3 to immediately stop driving the linkage bracket 2 to move forward; based on this, due to the existence of sharing values
  • the force between the first split piece 51 and the force component part 55 will naturally reduce the force that the blade 6 needs to receive during the collision between the blade 6 and the support bracket 23 .
  • Such a design can reduce the probability of the blades 6 deforming in appearance (for example, excessive collision with the support bracket 23 and causing dents on the
  • the second linkage mechanism 5 can not only adopt the above-mentioned structure, but those skilled in the art can adjust and redesign the specific form of the second linkage mechanism 5 .
  • the second linkage mechanism 5 can be in the form shown in Figure 28, and have a motion diagram and expected movement stroke as shown in Figure 29. Points 1 and 2 in Figure 29 respectively represent the second linkage mechanism.
  • the second linkage mechanism 5 is connected to the upper end of the actual vehicle and the lower end of the actual vehicle of the linkage bracket;
  • the second linkage mechanism 5 can also be in the form shown in Figure 30, and has a motion diagram and expected motion stroke as shown in Figure 31, Figure 31
  • Points 3 and 4 respectively represent the connection between the second linkage mechanism 5 and the upper end of the actual vehicle and the lower end of the actual vehicle of the linkage bracket;
  • the second linkage mechanism 5 can also be in the form as shown in Figure 32, and has the following features:
  • the motion diagram and expected motion stroke shown in Figure 33, points 5 and 6 in Figure 33 respectively represent the connection between the second linkage mechanism 5 and the upper end of the actual vehicle and the lower end of the actual vehicle of the linkage bracket.
  • this embodiment actually provides a mobile structure, with the linkage bracket 2 as the moving part and the fixed bracket 1 as the position fixing part.
  • the setting principles of the mobile structure include: mobile structure It includes a part to be moved, a position fixing part, a first linkage mechanism 4 and a second linkage mechanism 5; the position fixing part is fixed, and the first linkage mechanism 4 is located on one side of the part to be moved and is respectively connected with the positioning part at different positions.
  • the parts to be moved are connected to the position fixing parts, and the second linkage mechanism 5 is respectively connected to the parts to be moved at different positions.
  • the first linkage mechanism 4 can drive the moving part to move relative to the position fixing part under the action of external force, and enable the second linkage mechanism 5 to undergo adaptive movement;
  • connection between the second linkage mechanism 5 and the part that needs to be moved There are at least two connections between the second linkage mechanism 5 and the part that needs to be moved. At least two connections of the second linkage mechanism 5 are located at two opposite ends of the part that needs to be moved.
  • the second linkage mechanism 5 and the position The fixing part has at least two connections, and at least two connections of the second linkage mechanism 5 are respectively located on two opposite ends of the position fixing part; the second linkage mechanism 5 is used to transmit the first linkage mechanism 4 to The force at the connection between the first link mechanism 4 and the part to be moved is transmitted to the entire part to be moved;
  • the second linkage mechanism 5 includes a first split piece 51 and a second split piece 52 that are rotationally connected.
  • One of the first split piece 51 and the second split piece 52 is rotationally connected with the fixed bracket 1.
  • the other of the split piece 51 and the second split piece 52 is rotatably connected to the linkage bracket 2; one of the first split piece 51 and the second split piece 52 is provided with a shaft area 53, and the other one is provided with a shaft area 53.
  • a rotary connection part 54 is provided, and the rotary connection part 54 is rotatably connected to the shaft area 53 .
  • the position fixing part is the fixed bracket 1 and the moving part is the linkage bracket 2
  • all the above-mentioned settings of the fixed bracket 1 and the linkage bracket 2 can be applied to the position fixing part and the moving part in a one-to-one correspondence.
  • the disadvantage of this type of design is that when the contact position between the motor assembly G and the part to be moved is not at the center of gravity of the part to be moved, and the volume of the part to be moved is much larger than the contact area between the telescopic rod F and the part to be moved,
  • the parts that need to be moved are equivalent to being pushed by only a single point; because the parts that need to be moved are equivalent to being pushed by only a single point, when the parts that need to be moved are also affected by other external forces (such as needing to resist strong wind), the movement of the parts that need to be moved is stable. Sexual performance is prone to poor performance.
  • the second linkage mechanism 5 forms a rapid force-transmitting bridge-like existence between the parts to be moved and the position-fixing parts, and can
  • the structural strength and modality of the entire mobile structure are strengthened through the connection between itself, the parts to be moved and the position fixing parts. Therefore, the mobile structure provided by this embodiment has better motion stability compared to related technologies. In the same way, The moving parts also need to have good motion stability.
  • the active air intake grille includes: a fixed bracket 1, a linkage bracket 2, a drive Device 3, first link mechanism 4 and at least one air inlet unit 10; the air inlet unit 10 includes a plurality of blades 6 and a plurality of blade link mechanisms 7; the linkage bracket 2 and each blade in the multiple blade link mechanisms 7
  • the first end of the linkage mechanism 7 is rotationally connected, and the second end of each blade linkage mechanism 7 is rotationally connected to the first end of each blade 6 in a one-to-one correspondence; the second end of the blade 6 is rotationally connected to the fixed bracket 1;
  • first The first end of the linkage mechanism 4 is connected to the linkage bracket 2; the second end of the first linkage mechanism 4 is connected to the driving device 3; the driving device 3 drives the first linkage mechanism 4 to move, and the first linkage mechanism 4 drives the linkage
  • the bracket 2 moves, and the linkage bracket 2 drives the blade linkage mechanism 7 to
  • the driving device 3 is connected to the first linkage mechanism 4. Under the driving action of the driving device, the driving device drives the driving shaft 41 of the first linkage mechanism 4 to move, thereby driving the first linkage mechanism 4 to move, and the third linkage mechanism 4 moves.
  • One end of a linkage mechanism 4 is fixedly connected to the linkage bracket 2; during the movement of the first linkage mechanism 4, the first linkage mechanism 4 drives the linkage bracket 2 to move along the thickness direction of the linkage bracket 2; the linkage bracket 2 and the blade
  • the first end of the linkage mechanism 7 is rotationally connected, the second end of the blade linkage 7 is rotationally connected to the blade 6, and the blade 6 is rotationally connected to the fixed bracket 1.
  • the linkage bracket 2 drives the blades to rotate through the blade linkage mechanism 7. After the blades rotate, the air intake unit 10 opens, thereby achieving the air intake effect.
  • the effective air intake area of the active air intake grille of this application is significantly increased, which improves the heat dissipation efficiency; and this application is equipped with multiple blades, Under the same blade area, the wind force is shared to multiple blades, which improves the bearing capacity of the overall air intake unit 10 and is not easily damaged; in this application, multiple sets of blades are connected to the linkage bracket, and the linkage bracket is installed along the thickness direction of the linkage bracket. During the movement, the synchronization of each blade's movement is ensured.
  • one end of the first linkage mechanism 4 is fixedly connected to the fixed bracket 1.
  • the first linkage mechanism 4 drives the first linkage mechanism 4.
  • the linkage bracket 2 is driven to move toward or away from the second end of the blade 6, the stability of the movement of the linkage bracket is improved.
  • a second linkage mechanism 5 is also included; one end of the second linkage mechanism 5 is connected to the fixed support
  • the frame 1 is fixedly connected, and the other end of the second linkage mechanism 5 is fixedly connected to the linkage bracket 2.
  • the first linkage mechanism 4 can be disposed in the length direction of the active air intake grille. That is, after the active air intake grille is installed on the vehicle, the first linkage mechanism 4 can be disposed on the active air intake grille.
  • the second linkage mechanism can be disposed in the width direction of the active air intake grille. That is, after the active air intake grille is installed on the vehicle, the first linkage mechanism 4 can be disposed on the side of the active air intake grille.
  • this application sets a first linkage mechanism and a second linkage mechanism, uses the first linkage mechanism to drive the second linkage mechanism, and the first linkage mechanism and the second linkage mechanism jointly drive the movement of the linkage bracket, ensuring that The balance, synchronicity and simultaneity of the movement of the linkage bracket improve the angular synchronization and angular stability of multiple blades when rotating.
  • the active air intake grille includes a first air inlet part 11 and a second air inlet part 12; the first air inlet part 11 and the second air inlet part 12 are respectively provided with a driving device 3 and a first connecting rod.
  • the mechanism 4 and at least one air intake unit 10; the drive device 3 are electrically connected to a controller of the vehicle, and the controller is used to individually control a single drive device 3.
  • This application divides the entire active air intake grille into at least a first air inlet part 11 and a second air inlet part 12.
  • the blade movement of the first air inlet part 11 and the second air inlet part 12 can be controlled individually through independent drive motors. direction, so that the movement direction and rotation angle of the two blades can be consistent or inconsistent.
  • the opening angle of the blades in the air intake unit 10 of the first air inlet part 11 and the second air inlet part 12 can be set according to the needs. Applicability wider.
  • the first air inlet part 11 and the second air inlet part 12 are respectively further provided with a second linkage mechanism 5 .
  • the air intake unit 10 when the air intake unit 10 is in the open state, at least two blades 6 are not parallel to each other, so that the orientations of the at least two blades 6 are inconsistent. Therefore, when the air intake unit 10 is in the open state, air intake from multiple angles of the air intake unit 10 is achieved.
  • the second end of the blade linkage 7 is axially connected to the free end of the blade 6; the connecting end of the blade 6 is axially connected to the fixed bracket 1; a single blade 6 is axially connected to at least one blade linkage 7.
  • the number of blade linkage mechanisms 7 can be set according to requirements, and is not limited here.
  • a rotating shaft is provided at the connection between the blade 6 and the fixed bracket 1.
  • the blade 6 can move in a direction away from the fixed bracket 1 along the rotating axis; multiple blades in a single air intake unit 10 6 have different rotation directions.
  • single opening or split opening that is, opening in two directions
  • this application saves more internal space.
  • regulations require that it cannot be opened outwards.
  • the single opening shaft is in the middle, it does not meet the regulatory requirements. It wastes internal space when the shaft opens inwards at the sides.
  • the multi-directional inward opening of this application can save internal space while meeting the air intake requirements.
  • the single-turn air intake direction deviates from the driving direction, which will have a certain impact on the stability of the vehicle body when the vehicle speed is high.
  • This application and the split blades open symmetrically, air intake and row The vehicle direction is consistent and will not affect the stability of the vehicle body.
  • the rotating shaft can be a full shaft or a half shaft.
  • the rotating shaft is a full shaft, which improves the safety performance of the air intake grille during operation.
  • the exterior surface of the active air intake grille is an arc-shaped structure.
  • the exterior surface of the active air intake grille in this application is an arc-shaped structure, which realizes the mobility of the active air intake grille within the arc-shaped surface.
  • the arc-shaped structure provides a larger The available space can be used to place bumpers of various types of structures, and has a wide range of applications, and the active air intake grille of the present application has a more beautiful appearance.
  • FIG. 43 is a schematic diagram of air intake grilles of different shapes of air intake units 10 involved in embodiments of the present application.
  • the shape of the blade 6 includes at least one of triangle, trapezoid and fan shape.
  • the trapezoid may include a straight trapezoid and a curved bottom trapezoid;
  • the shape of the air intake unit 10 may include at least one of a circle and a polygon.
  • the blades are arranged in an annular shape. For example, when the blades are triangular and one air intake unit 10 is provided with three blades, the shape formed by the three blades when closed is a triangle. That is to say, one air intake unit 10 is triangular.
  • the fixed bracket is provided with an air intake unit installation port, and the air intake unit installation port is provided in one-to-one correspondence with the air intake unit 10; the shape of the air intake unit installation port includes at least one of a circle and a polygon, A plurality of blades are arranged circumferentially along the edge of the air intake unit installation opening.
  • a support bracket 23 is provided in the installation opening of the air intake unit. For example, when the air intake unit 10 is hexagonal, the support bracket 23 divides the hexagonal air inlet into six triangular windows, and each triangular window is provided correspondingly. A triangular blade.
  • the fixed bracket is also provided with a redundant blade installation opening 22.
  • the redundant blade installation opening 22 is located between the adjacent air intake unit installation openings; corresponding blades are installed in the redundant blade installation opening 22.
  • the linkage bracket drives the blades of the air intake unit to rotate, it also drives the inside of the redundant blade installation port 22 to rotate.
  • the blades rotate.
  • redundant blade mounting openings 22 and corresponding blades of different shapes and structures can be set according to requirements.
  • Figures 34 and 40 Two hexagonal edges are shown in Figures 34 and 40.
  • a triangular redundant blade installation opening 22 is respectively provided at the upper and lower ends between the adjacent air inlet unit installation openings.
  • the rotation angle of the blade 6 is 0-85°. It should be noted that the blade rotation angle of the air intake grille can be controlled according to the heat dissipation requirements of the vehicle. The maximum rotation angle of the air intake grille in this application can reach 85°, and based on the multi-blade arrangement, at the same blade opening angle In this case, compared with the traditional active air intake grille, the active air intake grille of the present application has a larger effective air intake area and improves the heat dissipation efficiency.
  • the maximum rotation angle of the blade 6 is infinitely close to a right angle.
  • the first linkage mechanism 4 can be a screw.
  • the linkage bracket is provided with a screw hole that matches the screw.
  • the driving device is connected to the screw. The driving device directly drives the screw to rotate.
  • the screw is generally perpendicular to the active air intake grille. The outer surface of the grille, and then when the screw moves, the linkage bracket is driven to move generally perpendicular to the outer surface of the grille.
  • the first link mechanism 4 can be a two-link kinematic mechanism, a Y-shaped eight-link kinematic mechanism, or other structures.
  • the first link mechanism 4 is used to drive the linkage bracket. Movement, the specific structure is not limited to the above examples.
  • the second linkage mechanism 5 includes at least one of a lotus leaf motion mechanism, a scissor-shaped motion fork arm, and a Y-shaped eight-link motion mechanism.
  • the second linkage mechanism 5 is used to transmit the force of the first linkage mechanism provided at the bottom end of the linkage bracket to the upper end of the linkage bracket, so that the entire linkage bracket is evenly stressed and the movement is balanced.
  • the specific structure of the second linkage mechanism 5 Not limited to the above examples.
  • the driving device is also provided with a reduction gear.
  • the reduction gear can be used to increase the torque, and the gear ratio can be 1:2.6.
  • the external active air intake grille is processed by injection molding.
  • the active air intake grille closing process of this application driven by the driving device, the first link mechanism moves in the direction close to the fixed bracket, thereby pulling the linkage bracket to make a linear motion in the direction close to the fixed bracket, and the linkage bracket pushes the blade connection
  • the rod mechanism makes a rotational movement, causing the blades to rotate along the rotation axis until all the blades are closed, thereby closing the active air intake grille.
  • the active air intake grille opening process of this application driven by the driving device, the first linkage mechanism moves along the remote The linkage bracket moves in the direction away from the fixed bracket, thereby pulling the linkage bracket to make a linear motion in the direction away from the fixed bracket.
  • the linkage bracket pulls the blade linkage mechanism to make a rotational motion, causing the blade to rotate along the rotation axis.
  • the first link mechanism can be controlled by driving the motor to move to different positions, thereby opening the blades to different angles and controlling the effective air intake area of the active air intake grille.
  • the present application also provides a vehicle, including the active air intake grille as described above.
  • the active air intake grille and vehicle provided by this application have the following beneficial effects:
  • the effective air intake area of the active air intake grille in this application is significantly increased, improving the heat dissipation efficiency;
  • multiple blades are provided to share the wind force to multiple blades under the same blade area, thereby improving the bearing capacity of the overall air intake unit and making it less likely to be damaged;
  • multiple sets of blades are connected to the linkage bracket, and the linkage is During the movement of the bracket along the thickness direction of the linkage bracket, the opening and closing of the air intake unit is realized, ensuring the synchronization of the movement of each blade.
  • a first linkage mechanism and a second linkage mechanism are provided to transfer the force on the first linkage mechanism to the second linkage mechanism.
  • the first linkage mechanism and the second linkage mechanism jointly drive the linkage bracket to move. This ensures the balance, synchronicity and simultaneity of the movement of the linkage bracket, thereby improving the angular synchronization and angular stability of multiple blades when rotating.
  • multiple blades are provided, and the rotation directions of the multiple blades in a single air intake unit are different, thereby achieving the diversity of wind direction transmission angles and delivering the intake air to various locations in the vehicle that require heat dissipation.
  • the active air intake grille of the present application has an arc-shaped appearance surface, which provides a large available space in the vehicle. This space can be used to place bumpers of various types of structures. It has a wide range of applications, and the active air intake grille of the present application has a curved structure. The grille has a more aesthetic appearance.

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  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)

Abstract

一种主动进气格栅及车辆，主动进气格栅包括：固定支架（1），联动支架（2），驱动装置（3）、第一连杆机构（4）和至少一个进气单元（10）；进气单元（10）包括多个叶片（6）和多个叶片连杆机构（7）；联动支架（2）与多个叶片连杆机构（7）中每一叶片连杆机构的第一端转动连接，各个叶片连杆机构（7）的第二端与各个叶片（6）的第一端一一对应转动连接；叶片（6）的第二端与固定支架（1）转动连接；第一连杆机构（4）的第一端与联动支架（2）连接；第一连杆机构（4）的第二端与驱动装置（3）连接；驱动装置（3）驱动第一连杆机构（4）运动，第一连杆机构（4）带动联动支架（2）运动，联动支架（2）带动叶片连杆机构（7）运动，叶片连杆机构（7）带动叶片（6）的第一端转动，以打开或关闭进气单元（10）。该主动进气格栅具有有效进气面积较大，能提高散热效率的优点。

Description

一种主动进气格栅及车辆
本专利申请要求2022年03月28日提交的申请号为202210314758.7，申请人为武汉路特斯汽车有限公司，发明名称为“一种主动进气格栅及车辆”的中国专利申请的优先权，上述申请的全文以引用的方式并入本申请的实施例二中，同时对部分引用的附图顺序进行了适应性修改。
技术领域
本发明涉及汽车发动机技术领域，尤其涉及一种主动进气格栅及车辆。
背景技术
主动进气格栅技术是汽车领域一种新兴的节油减排技术，它能够根据发动机冷却需求，调节外界进入发动机舱的空气流量，减少冗余空气在内流场产生阻力进而达到改善汽车经济性的效果。同时格栅还具有美化汽车外形，保护杂物进入发动机舱的功用。
目前市面的主动进气格栅分为隐藏式和外露式，外露式的格栅目前的主流样式为直瀑式，开启方式为每个直瀑式叶片B沿着旋转轴A向内转动，以实现进气口的开启，或者由内向外转动以实现进气口的关闭，请参考图44。
技术解决方案
本发明提供了一种主动进气格栅及车辆。
本发明的主动进气格栅包括：固定支架，联动支架，驱动装置、第一连杆机构和至少一个进气单元；
所述进气单元包括多个叶片和多个叶片连杆机构；
所述联动支架与所述多个叶片连杆机构中每一所述叶片连杆机构的第一端转动连接，各个所述叶片连杆机构的第二端与各个所述叶片的第一端一一对应转动连接；所述叶片的第二端与所述固定支架转动连接；
所述第一连杆机构的第一端与所述联动支架连接；所述第一连杆机构的第二端与所述驱动装置连接；
所述驱动装置驱动所述第一连杆机构运动，所述第一连杆机构带动所述联动支架运动，所述联动支架带动所述叶片连杆机构运动，所述叶片连杆机构带动所述叶片的第一端转动，以打开或关闭所述进气单元。
在一实施例中，所述固定支架上设置有进气单元安装口，所述进气单元安装口与所述进气单元一一对应设置；
所述进气单元安装口的形状包括圆形和多边形中的至少其一，所述多个叶片沿所述进气单元安装口的边缘周向布置。
在一实施例中，所述固定支架上还设有冗余叶片安装口，所述冗余叶片安装口位于相邻进气单元安装口之间，所述冗余叶片安装口内设有叶片。
在一实施例中，包括固定支架、联动支架、驱动装置、第一连杆机构和至少一个进气单元；
所述固定支架上设置有进气单元安装口，所述进气单元安装口与所述进气单元一一对应设置；所述进气单元包括多个叶片和多个叶片连杆机构，所述叶片上设有第一端和第二端，所述叶片的第二端与所述进气单元安装口的边缘处转动连接以实现所述叶片与所述固定支架的转动连接，各个叶片的第一端相对于自身的第二端远离所述进气单元安装口的边缘处，并与各个叶片连杆机构一一对应地转动连接；各个叶片连杆机构的一端与各个叶片转动连接，各个叶片连杆机构上还有一端与联动支架转动连接；所述第一连杆机构于其不同位置分别与所述联动支架和所述驱动装置连接，所述第一连杆机构被配置为能受所述驱动装置驱动并带动所述联动支架运动，使所述叶片连杆机构受所述联动支架带动，进而所述叶片连杆机构带动所述叶片转动，所述叶片相对于所述固定支架翻转，以打开或关闭所述进气单元。
在一实施例中，所述进气单元被配置为，进气单元处于打开状态时，同一进气单元的各叶片之间于所述主动进气格栅上形成进气通道；所述进气通道被配置为空气能经其穿入所述主动进气格栅；所述进气单元处于关闭状态时，所述进气通道消失；
同一进气单元内的各叶片被配置为，所述联动支架朝远离所述进气单元安装口的方向运动，叶片之间形成所述进气通道；所述进气通道形成后，所述联动支架朝靠近所述进气单元安装口的方向复位，所述进气通道消失。
在一实施例中，所述叶片连杆机构与所述叶片转动连接并还与所述叶片卡接，所述叶片连杆机构与所述联动支架转动连接并还与所述联动支架卡接。
在一实施例中，所述叶片连杆机构包括主体和第一配合部，所述主体上设有第一基底区，所述第一基底区和所述第一配合部相连且所述第一配合部设置在第 一基底区上，所述第一配合部包括距离所述主体由近到远依次设置的第一轴部和卡接部组，所述卡接部组包括第一卡接部和第二卡接部，所述第一卡接部和所述第二卡接部间隔设置，所述第一卡接部和所述第二卡接部均与所述第一轴部相连，且所述第一卡接部和所述第二卡接部能弹性形变；所述叶片上设有第二配合部，所述卡接部组与所述第二配合部卡接，所述第一轴部与所述第二配合部转动连接；所述第二配合部位于所述卡接部组与所述主体之间，所述卡接部组和所述第一基底区被配置为相协同以将所述第二配合部的至少部分限制于它们之间，进而限制所述叶片连杆机构与所述叶片的脱离。
在一实施例中，还包括第三配合部，且所述主体上还设有第二基底区，所述第二基底区和第三配合部相连且第三配合部设在所述第二基底区上，所述第三配合部包括间隔设置的第二轴部和第三卡接部，所述联动支架上设有第四配合部，所述第二轴部与所述第四配合部转动连接，所述第三卡接部与所述第四配合部卡接。
在一实施例中，所述叶片连杆机构还包括弹性部，所述弹性部与所述主体相连并与联动支架相抵，以在所述叶片连杆机构和所述联动支架相对运动时起缓冲作用；所述弹性部上设有数量至少为一的贯穿区，所述贯穿区用于方便位于其周侧的靠近所述弹性部边沿的所述弹性部形变。
在一实施例中，所述贯穿区的设置数量为二以上，不同的贯穿区用于方便所述弹性部的不同位置形变，该弹性部的不同位置用于在所述叶片连杆机构和所述联动支架运动的不同时刻起缓冲作用。
在一实施例中，还包括第二连杆机构，所述第一连杆机构位于所述联动支架的实车下侧并与所述联动支架相连，所述第二连杆机构与所述固定支架的实车上端、固定支架的实车下端、联动支架的实车上端以及联动支架的实车下端连接；所述第一连杆机构被配置为能受所述驱动装置驱动并带动所述联动支架朝实车前方或实车后方运动，使所述叶片相对于所述固定支架朝车外或车内翻转，以打开或关闭所述进气单元。
在一实施例中，所述第二连杆机构包括转动连接的第一分体件和第二分体件，所述第一分体件和所述第二分体件的其中之一与固定支架转动连接，所述第一分体件和所述第二分体件的其中另一与所述联动支架转动连接。
在一实施例中，所述第一分体件和所述第二分体件的其中之一上设有轴区， 其中另一上设有旋转连接部，所述旋转连接部与所述轴区转动连接。
在一实施例中，所述旋转连接部为一体成型在所述第一分体件和所述第二分体件其中之一上的侧面开口的套筒状，所述轴区为一体成型在所述第一分体件和所述第二分体件的其中另一上的圆柱。
在一实施例中，所述第一分体件和所述第二分体件均呈U型状，U型的所述第一分体件于其开口位置的一端部与所述联动支架和所述固定支架的其中之一转动连接，于其开口位置的另一端部与所述联动支架和所述固定支架的其中另一转动连接。
在一实施例中，所述驱动装置的运行逻辑包括检测其受到的阻力；所述第二分体件上设有相对于其周侧朝所述第二分体件外凸伸的分力部，所述分力部设置在所述第一分体件的转动轨迹上，所述分力部能阻碍所述第一分体件的转动并用于与第一分体件之间产生相互作用力；所述分力部受到的来自所述第一分体件施加的力，用于作为所述阻力的一部分传递给所述驱动装置。
本申请还提供一种车辆，包括如上任一项所述的主动进气格栅。
本申请提供的主动进气格栅具有有效进气面积较大，能提高散热效率的优点。
附图说明
图1为本申请实施例一中主动进气格栅的立体图(第一角度)。
图2为本申请实施例一中主动进气格栅的立体图(第二角度)。
图3为本申请实施例一中主动进气格栅的爆炸图。
图4为本申请实施例一中第一连杆机构和驱动轴装配后的示意图一。
图5为本申请实施例一中第一连杆机构和驱动轴装配后的示意图二。
图6为本申请实施例一中第一连杆机构、驱动轴和驱动装置装配后的示意图。
图7为本申请实施例一中第一连杆机构中各支臂的示意图。
图8为本申请实施例一中第一连杆机构受驱动轴驱动后各部分的运动趋向的示意图。
图9为本申请实施例一中分别对应开闭状态进气单元的两第一连杆机构的示意图。
图10为本申请实施例一中第一连杆机构与内骨架之间连接点的示意图。
图11为本申请实施例一中第一连杆机构与联动支架之间连接点的示意图一。
图12为本申请实施例一中第一连杆机构与联动支架之间连接点的示意图二。
图13为本申请实施例涉及的第一连杆机构可能采用的结构示意图。
图14为图13所示的第一连杆机构的运动简图和预期运动行程的示意图。
图15为本申请实施例涉及的第一连杆机构的另一种结构示意图。
图16为图15所示的第一连杆机构的运动简图和预期运动行程的示意图。
图17为本申请实施例一中一关闭的进气单元和一打开的进气单元的对比示意图。
图18为本申请实施例一中叶片连杆机构的示意图。
图19为本申请实施例一中叶片连杆机构在进气单元开闭时分别具有的姿态的对比示意图。
图20为本申请实施例一中叶片连杆机构与叶片的结构示意图。
图21为本申请实施例一中主动进气格栅的部分结构的示意图。
图22为本申请实施例一中叶片连杆机构的另一种结构的示意图。
图23为本申请实施例一中叶片连杆机构的另一种结构的示意图。
图24为本申请实施例一中叶片连杆机构可能的与联动支架配合的示意图。
图25为本申请实施例一中一对应进气单元关闭时的第二连杆机构和一对应进气单元打开时的第二连杆机构的对比示意图。
图26为本申请实施例一中第一分体件和第二分体件组装前后的示意图。
图27为本申请实施例一中第二连杆机构对应进气单元开闭时分别具有的姿态的示意图。
图28为本申请实施例涉及的第二连杆机构可能采用的结构示意图。
图29为图28所示的第二连杆机构的运动简图和预期运动行程的示意图。
图30为本申请实施例涉及的第二连杆机构的另一种结构示意图。
图31为图30所示的第二连杆机构的运动简图和预期运动行程的示意图。
图32为本申请实施例涉及的第二连杆机构的另一种结构示意图。
图33为为图32所示的第二连杆机构的运动简图和预期运动行程的示意图。
图34为本申请实施例二涉及的主动进气格栅的结构示意图。
图35为本申请实施例二涉及的主动进气格栅的另一种结构示意图。
图36为本申请实施例二涉及的进气单元的示意图。
图37为本申请实施例二涉及的进气单元局部结构示意图。
图38为本申请实施例二涉及的进气单元中的叶片为开启状态的示意图。
图39为本申请实施例二涉及的进气单元中的叶片为关闭状态的示意图。
图40为本申请实施例二涉及的主动进气格栅的局部细节图。
图41为本申请实施例二涉及的主动进气格栅的局部细节图。
图42为本申请实施例二涉及的主动进气格栅的局部细节图。
图43为本申请实施例涉及的不同形状进气单元的进气格栅示意图。
图44为现有技术中涉及的进气格栅示意图。
图45为相关技术中涉及的卡接部和卡孔配合前后的示意图。
图46为相关技术中涉及的移动结构的示意图。
其中，图中附图标记对应为：
A-旋转轴，B-直瀑式叶片，C-卡接部，D-卡孔，E-实体部位，F-伸缩杆，G-电机总成，α-进气通道；
1-固定支架，1a-外饰架，1b-内骨架，2-联动支架，2a-配合口，2b-第四配合部，3-驱动装置，4-第一连杆机构，41-驱动轴，42-主杆身，43-支臂；
5-第二连杆机构，51-第一分体件，52-第二分体件，53-轴区，54-旋转连接部，55-分力部；
6-叶片，61-第二配合部；7-叶片连杆机构，71-主体，711-第一基底区，712-第二基底区，72-第一配合部，721-第一轴部，722-卡接部组，7221-第一卡接部，7222-第二卡接部，73-第三配合部，731-第二轴部，732-第三卡接部，74-弹性部，741-贯穿区；
8-翻转轴，9-连接点，10-进气单元，11-第一进气部，12-第二进气部，22-冗余叶片安装口，23-支撑支架。
本发明的实施方式
下面结合附图和实施例，对本发明的具体实施方式作进一步详细描述。以下实施例用于说明本发明，但不用来限制本发明的范围。
本发明的说明书和权利要求书中的术语“第一”、“第二”、“第三”、“第四”等 是用于区别类似的对象，而不必用于描述特定的顺序或先后次序。
在本发明的描述中，除非另有明确的规定和限定，术语“设置”、“安装”、“连接”、“相连”等应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连。对于本领域的普通技术人员而言，可以具体情况理解上述术语的具体含义。
本发明中的术语“上”、“下”、“左”、“右”、“前”、“后”、“顶”、“底”、“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系，或者是该发明产品使用时惯常摆放的方位或位置关系，仅是为了便于描述和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。
本发明中的术语“包括”、“包含”或者其任何其他变体，意在涵盖非排他性的包含，除了包含所列的那些要素，而且还可包含没有明确列出的其他要素。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例性地”、“具体示例”、“进一步”、“更为详细的说明”、“优选地”、“还设有”、“还包括”、“可选地”或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本发明的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
下面将结合本申请实施例中的附图，对发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本申请一部分实施例，而不是全部的实施例。基于本申请的实施例，本领域普通技术人员在没有做出创造性劳动的前提下所获得的所有其他实施例，都属于本申请保护的范围。
需要说明的是，在本申请的描述中，需要理解的是，术语“端”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的组件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
实施例一
如图1至图3所示，本申请提供一种车辆，车辆上设有一种主动进气格栅，该主动进气格栅包括固定支架1、联动支架2、驱动装置3、第一连杆机构4和至少一个进气单元10；固定支架1上设置有进气单元安装口，进气单元安装口与进气单元10一一对应设置；本实施例中，进气单元10包括多个叶片6和多个叶片连杆机构7，叶片6上设有第一端和第二端，叶片6的第二端与进气单元安装口的边缘处转动连接，叶片6的第一端相对于叶片6的第二端远离进气单元安装口的边缘处，并与各个叶片连杆机构7一一对应地转动连接；除各个叶片连杆机构7的一端与对应的叶片6转动连接外，各个叶片连杆机构7上还有一端与联动支架2转动连接。
同时，本实施例中的第一连杆机构4还于其不同位置分别与联动支架2和驱动装置3连接，第一连杆机构4被配置为能受驱动装置3驱动并带动联动支架2运动，使叶片连杆机构7受联动支架2带动，进而叶片连杆机构7带动叶片6转动，叶片6相对于固定支架1翻转，以打开或关闭进气单元10。需要说明的是，前述及本文中所有涉及进气单元10的“打开”或“开启”状态，指的是叶片6向车内翻转任意角度，也即前述及本文中所有涉及进气单元10的“打开”或“开启”等描述并不特指进气单元10开至最大开度。
综上所述，由于叶片6的第二端与进气单元安装口的边缘处转动连接，叶片6的第一端相对于叶片6的第二端远离进气单元安装口的边缘处，且叶片6的第一端与叶片连杆机构7转动连接，叶片6能在叶片连杆机构7的带动下相对于固定支架1翻转以打开或关闭进气单元10，因此本实施例中的进气单元10在从关闭到打开至一定程度的过程中，空气必定会从多个叶片6之间穿入主动进气格栅，同时由于叶片6的第一端相对于叶片6的第二端远离进气单元安装口的边缘处，因此空气在进入本实施例中的主动进气格栅时，不会像传统的应用了直瀑式叶片B的主动进气格栅那样，存在相当部分的行进方向偏离。
对此更为详细的描述是，如图44，由于法规要求外露式的格栅不能朝外车外开，即朝车外翻转，因此直瀑式叶片B只能朝一个方向也即朝车内翻转，进而开启进气口；换言之，直瀑式叶片B只能单开；基于直瀑式叶片B只能单开的设计，显而易见地，在绝大部分直瀑式叶片B的开启角度下，在直瀑式叶片B 开启过程中，在从车外经进气口进入车内的空气里，相当部分空气的行进方向是偏离行车方向的，这无疑会给格栅的有效进气面积带来负面影响，进而影响散热效率。与之相对应地，如上所述，本案中的进气格栅则不会产生那样的情况；基于此，本实施例提供的主动进气格栅具有有效进气面积较大，能提高散热效率的优点。
以下为前述主动进气格栅更详细的示例性设置方案：
如图1和图2所示，固定支架1上依次排开地设有六个为六边形的进气单元安装口，六个为六边形的进气单元10一一对应地安装在这六个进气单元安装口上，每个进气单元10包括六个三角形叶片6；为方便示意，位于实车右部的三个进气单元10被设置为关闭状态，位于实车左部的三个进气单元10被设置为相对于固定支架1朝车后翻转了一定角度，也即这三个进气单元10处于打开状态。
示例性地，固定支架1包括从车前到车后依次布置的外饰架1a和内骨架1b，其中外饰架1a位于联动支架2的前侧，外饰架1a和内骨架1b上分别设有六个六边形的贯穿口，用以形成前述的进气单元安装口；同时，在设置于外饰架1a上的每个贯穿口上横亘设有放射状的支撑支架23，用以确保进气单元安装口的整体强度。
请继续结合参阅图1和图2，主动进气格栅中设有两个近似长方形框架的联动支架2，两个联动支架2的其中之一位于实车左部的三个进气单元10后侧，其中另一位于实车右部的三个进气单元10后侧。示例性地，进气单元10被配置为，进气单元10处于打开状态时，同一进气单元10的各叶片6之间于主动进气格栅上形成进气通道α，进气通道α会随叶片6朝车内翻转的开度不断扩大，直至叶片6转至最大开度；进气通道α被配置为空气能经其穿入主动进气格栅；进气单元10处于关闭状态时，进气通道α消失；同一进气单元10内的各叶片6被配置为，联动支架2朝远离进气单元安装口的方向运动，进气单元10打开，叶片6之间形成进气通道α；进气通道α形成后，联动支架2朝靠近进气单元安装口的方向复位，进气通道α消失；也即，在联动支架2朝靠近进气单元安装口的方向运动的过程中，进气通道α将会不断缩小，当叶片6复位完毕后消失。前述远离进气单元安装口的方向大致为自前向后，前述靠近进气单元安装口的方向大致为自后向前。
示例性地，联动支架2上还设有与进气单元10一一对应的配合口2a，配合口2a贯穿联动支架2，并被配置与进气通道α相通，以做到当进气单元10打开时，联动支架2上不会存在阻挡于进气通道α后侧并直接阻碍空气进入的实体部分，同时联动支架2上不会有实体经进气通道α外露，确保车辆的美观性。
此外基于上述结构，优选但不一定需要采用的方案包括：在内骨架1b和联动支架2上分别固定能相互吸引的磁部。如此设置的有益效果包括：即便主动进气格栅经长时间使用，其内零部件之间可能出现些许配合偏差并导致联动支架2无法单纯受驱动装置3驱动而移动到位，则由于设有前述的能相互吸引的磁部，内骨架1b与联动支架2在磁部的磁吸力作用下也能配合到位，不会发生叶片6无法闭合严实的情况。
请继续参阅图3和图4，由于要使联动支架2运动进而带动叶片6相对于固定支架1运动，就需要驱动装置3驱动第一连杆机构4以带动联动支架2，基于此示例性地，进气格栅还包括与驱动装置3固定连接的驱动轴41，驱动轴41的一端与驱动装置3固定连接，驱动轴41的另一端与第一连杆机构4转动连接；同时，内骨架1b的形状近似开口朝向车尾的长条U型件，联动支架2在运动时相当于在该U型内骨架1b的开口处活动；驱动装置3位于内骨架1b的下方，第一连杆机构4位于联动支架2的下侧并同时处在内骨架1b与联动支架2之间，还即与内骨架1b相连又与联动支架2相连；本实施例中，令驱动装置3工作并使驱动轴41转动，第一连杆机构4即可带动联动支架2相对于固定支架1前后移动。
请继续参阅图4和图5，第一连杆机构4还示例性地包括相连的主杆身42和多个支臂43，各支臂43中的每一支臂43的一端按图6和图7所示的方位与主杆身42或其他支臂43或驱动轴41转动连接；第一连杆机构4被配置为：一支臂43与驱动轴41共用转动轴，驱动装置3驱使驱动轴41转动，驱动轴41能带动与其共用转动轴的支臂43转动，进而带动其他支臂43和主杆身42运动，形成第一连杆机构4的运动。示例性地，当驱动轴41按图8中的顺时针方向运动时，其他支臂43也将按图8中所标记的对应方向进行运动(例如I处的支臂43按图8中的逆时针转动并朝一侧移动)，并使第一连杆机构4带动联动支架2由前向后移动，令进气单元10从关闭状态转为打开状态；同理，当驱动装置3 驱使驱动轴41按图8中逆时针方向运动时，即可使联动支架2由后向前复位，进气单元10重新关闭。需要说明的是，在可能的实施例中，驱动轴41可以与驱动装置3为一个总成件，也可以与第一连杆机构4为一个总成件，还可以为独立于第一连杆机构和驱动装置3的单独的零部件。
请继续参阅图9，为清楚示意第一连杆机构4各部分的运动，图9示出了本实施例中位于车辆左部的一第一连杆机构4和本实施例中位于车辆右部的另一第一连杆机构4，其中前者所对应的三个进气单元10均为打开状态，所对应的叶片6具有一定的向车内翻转的开度，后者所对应的三个进气单元10均为关闭状态，所对应的叶片6均无向车内翻转的开度。
示例性地，第一连杆机构4还与内骨架1b转动连接并具有如图10所示的四个连接点9(为方便示意对这四个连接点9进行了填充)；第一连杆机构4还与联动支架2转动连接并如图11和图12所示地具有五个连接点9(为方便示意对这五个连接点9进行了填充)。此外还需要说明的是，第一连杆机构4中支臂43与支臂43、支臂43与主杆身42以及支臂43与驱动轴41的具体连接方式均是本领域技术人员在清晰得知联动支架2需前后运动的前提下，可根据需要灵活设置的；对于本领域技术人员而言，公开第一连杆机构4的具体形态，即足够本领域技术人员在进行有限次试验的前提条件下实施该结构。
同理可易知的是，第一连杆机构4并不止可以采用上述结构，本领域技术人员可以对第一连杆机构4的具体形态进行调节和再设计。例如，第一连杆机构4可以为如图13所示的形态，并具有如图14所示的运动简图和预期运动行程；第一连杆机构4还可以为如图15所示的形态，并具有如图16所示的运动简图和预期运动行程。
还需要特别说明的是，将上述所有第一连杆机构4中的任一种，或同类型的扁平连杆结构应用在联动支架2与固定支架1之间，能使驱动装置3可被顺势布置在联动支架2的和固定支架1的下方，令驱动装置3不需要布置在联动支架2和固定支架1的后方，从而节省车内布置空间，同时也更易于设计人员布置位于主动进气格栅后侧的需冷却零件(例如发动机)。更进一步地，从结构设计角度而言，第一连杆机构4的长度可以根据联动支架2和固定支架1在实车左右方向上的长度进行较为容易的匹配设计，进而确保第一连杆机构4与联动支架2之间 可布置足够多的连接点9，确保第一连杆机构4与固定支架1之间可布置足够多的连接点9，最终使第一连杆机构4、联动支架2和固定支架1形成的结构具有相当的连接强度，确保联动支架2能顺畅带动前述叶片连杆机构7运动，进而使叶片6翻转，进气单元10开闭。
请继续参阅图17，图17是一关闭的进气单元10和一打开的进气单元10的对比示意图，由图17可知进气单元10如前所述地包括多个叶片6和多个叶片连杆机构7，基于此，示例性地，叶片连杆机构7与叶片6转动连接并还与叶片6卡接，叶片连杆机构7与联动支架2转动连接并还与联动支架2卡接。
请继续参阅图18和图19，示例性地，每个叶片6凭借一翻转轴8与固定支架1转动连接。示例性地，叶片连杆机构7包括主体71和第一配合部72，主体71上设有第一基底区711，第一基底区711和第一配合部72相连且第一配合部72设置在第一基底区711上，第一配合部72包括距离主体71由近到远依次设置的第一轴部721和卡接部组722，卡接部组722包括第一卡接部7221和第二卡接部7222，第一卡接部7221和第二卡接部7222间隔设置，第一卡接部7221和第二卡接部7222均与第一轴部721相连，第一卡接部7221和第二卡接部7222能弹性形变；同时与之相对应地，叶片6上设有第二配合部61，卡接部组722与第二配合部61卡接，第一轴部721与第二配合部61转动连接；第二配合部61位于卡接部组722与主体71之间，卡接部组722和第一基底区711被配置为相协同以将第二配合部61的至少部分限制于它们之间，进而限制叶片连杆机构7与叶片6的脱离。
承上述，针对上述叶片连杆机构7的设置，还有属于优选但不一定需要采用的方案是：主体71与第一配合部72一体成型，第一轴部721和卡接部组722位于主体71的同侧，第一轴部721自主体71朝主体71外延伸形成，第一卡接部7221和第二卡接部7222自第一轴部721朝第一轴部721外延伸形成，且第一卡接部7221和第二卡接部7222各包括用于与第二配合部61形成卡接关系的卡头，主体71和该卡头用于相协同以将第二配合部61的至少部分限制于它们之间，进而限制叶片连杆机构7与叶片6的脱离。
针对上述结构，其他的属于优选但不一定需要采用的方案是：第一轴部721为直径不均匀的柱体，第二配合部61大致为套筒状(见图20)，第一轴部721 的最大直径被配置为使第一轴部721的部分与第二配合部61的内侧壁相抵，同时不阻碍第一轴部721转动。
针对上述结构，其他的属于优选但不一定需要采用的方案是：第一轴部721在叶片6的重心处于第二配合部61转动连接，如此设置，能确保叶片6受力平稳，同时需要叶片6翻转所需施加的(由驱动装置3提供的)力不至于过大。
示例性地，叶片连杆机构7还包括第三配合部73，主体71上还设有第二基底区712，第二基底区712和第三配合部73相连且第三配合部73设在第二基底区712上，第三配合部73包括第二轴部731(为方便示意对一个第二轴部731进行了填充)，同时联动支架2上设有第四配合部2b(见图21)，第二轴部731与第四配合部2b转动连接。基于该结构，还有属于优选但不一定需要采用的方案是：主体71和第三配合部73一体成型，第二轴部731自所述主体71朝所述主体71外延伸形成。
请继续参阅图22，为加强叶片连杆机构7与固定支架1的连接稳固性，第三配合部73还包括第三卡接部732，第三卡接部732与第二轴部731间隔设置，并与所述第四配合部2b卡接；第三卡接部732的优选但不一定需要使用的设置包括：第三卡接部732与第二轴部731位于主体71的同侧，第三卡接部732自主体71朝主体71外延伸形成，并包括用于与第四配合部2b形成卡接关系的卡头，主体71和该卡头用于相协同，将第四配合部2b的至少部分限制于它们之间，进而限制叶片连杆机构7与固定支架1的脱离。
当叶片连杆机构7上即设有卡接部组722又设有第三卡接部732时，叶片连杆机构7的两端相当于分别与叶片6和联动支架2卡接，如此设计能使叶片连杆机构7与叶片6和联动支架2之间具有可靠的连接稳固性，确保叶片连杆机构7在各种行车工况(例如行车颠簸时)均不会与叶片6和联动支架2脱开。
针对上述结构，其他还有属于优选但不一定需要采用的方案是：如前所述地，卡接部组和主体71将第二配合部61的至少部分限制于它们之间，第三卡接部732与主体71将第四配合部2b的至少部分限制于它们之间，那么视第二配合部61能在卡接部组和主体71之间蹿动的余量为第一余量，视第四配合部2b能在第三卡接部732与主体71之间蹿动的余量为第二余量，优选地，第二余量大于第一余量。如此设置的原因在于，在确保叶片连杆机构7不会脱出的前提下，于 叶片6-叶片连杆机构7-联动支架2三者的装配链中预留出适当的可蹿动空间，使得当车辆颠簸时，由于颠簸而产生的力一经传递到叶片6-叶片连杆机构7-联动支架2三者，该力就会造成第四配合部2b在第三卡接部732与主体71之间蹿动，并被消耗在这种蹿动中，不会使主动进气格栅内其他装配得较为紧密的零部件之间产生不必要的相互运动或相互撞击，或产生应力。
针对上述结构，其他还有属于优选但不一定需要采用的方案是：第一配合部72与第三配合部73在主体71上的位置可以互调，与之相对应地，叶片6上第二配合部61的特征形态与联动支架2上第四配合部2b的特征形态也互调。
请继续参阅图18和图19，示例性地，叶片连杆机构7还包括弹性部74(为方便示意对一个弹性部74进行了填充)，弹性部74与主体71相连并用于与联动支架2相抵，以在叶片连杆机构7和联动支架2相对运动时起缓冲作用。
请继续参阅图23，针对上述结构，其他的属于优选但不一定需要采用的方案包括：弹性部74上设有数量至少为一的贯穿区741，贯穿区741用于方便位于其周侧的靠近弹性部74边沿的部分弹性部74形变。如图24和图25所示，其他的属于优选但不一定需要采用的方案包括：贯穿区741的设置数量为二以上，不同的贯穿区741用于方便弹性部74的不同位置形变，该弹性部74的不同位置用于在叶片连杆机构7和联动支架2运动的不同时刻起缓冲作用。其他的属于优选但不一定需要采用的方案包括：贯穿区741为多边形或圆形；弹性部74通过嵌件注塑的方式与主体71一体成型。
还需要说明的是，由上可知，叶片连杆机构7实际上相当于一种用于转动的转接件，也即本实施例还提供了一种用于转动的转接件；以第二部件和第一部件的其中之一为叶片6，其中另一为联动支架2，该转接件的设计原则包括：
一种用于转动的转接件，用于于其不同位置与第一部件和第二部件相连，包括主体71以及与所述主体71相连的第三配合部73，所述主体71上设有第二基底区712，所述第三配合部73设置在所述第二基底区712上，所述第三配合部73包括间隔设置的第二轴部731和第三卡接部732；
所述第二部件上设有第四配合部2b，所述第二轴部731用于与所述第四配合部2b转动连接，所述第三卡接部732用于与所述第四配合部2b卡接，且所述主体71和所述第三卡接部732用于相协同以将所述第四配合部2b的至少部分限 制于它们之间，进而限制所述第四配合部2b的移动，限制所述转接件与所述第二部位的脱离。
基于上述结构还需要谈论到相关技术中设置转接件的一些背景，包括：
相关技术中部件与部件之间的传动经常需要用到转接件；视两个部件的其中之一为第一部件，其中另一为第二部件，转接件需要于其不同位置分别与第一部件和第二部件相连，且为防止转接件与部件脱离，转接件和部件形成的结构中需要设计相应的止位特征，例如卡接部C等卡接特征，以防止转接件和部件脱离；基于此，有的转接件和部件之间的连接结构会包括如图45所示的两个间隔设置的卡接部C以及一个卡孔D，其中两个卡接部C一体成型地设置在转接件和部件其中之一的实体部位E上，且能弹性形变；需装配转接件和部件时，只需对两个卡接部C施力暂时使它们彼此靠近，再将它们置入卡孔D后撤去外力，即可完成转接件和对应部件的卡接。此时，实体部位E和卡接部C会相协同，使得转接件和该部件不会沿平行于卡孔D孔中心线的方向相互脱离。
承上述，在第一部件与第二部件之间凭借转接件传动的结构中，有的方案会将第一部件与转接件相连处以及第二部件与转接件相连处均设置为采用两个卡接部C形成卡接关系，这类方案的缺点在于需要一次性设置两对也即共计四个卡接部C，容易产生转接件与部件配合结构的生产成本高、生产精度高、装配难度高(装配时需要同时对不同相连处的卡接部C施力)等问题的其中至少之一。
而与之相对应地，前述提供的用于转动的转接件，首先，由于转动件的一端上只设第三卡接部C，便可借由第三卡接部C与主体71之间的配合使得转接件即与第二部件相连又与第二部件实现了卡接，因此相较于相关技术中设置四个卡接部C的结构而言相对来说具有生产成本较低的优点；其次，由于第三卡接部C与第二轴部731间隔设计，因此该转接件的生产需求精度也较低；最后，由于转动件的一端上只设第三卡接部C，便可借由第三卡接部C与主体71之间的配合使得转接件即与第二部件相连又与第二部件实现了卡接，因此第三卡接部C所在端的装配无需工人同时对从属于不同端部的成对卡接部C进行施力，该转接件的装配难度也较低。
需要说明的是，由于第二部件和第一部件的其中之一为叶片6，其中另一为联动支架2，因此前述所有关于叶片6、联动支架2、叶片连杆机构7的设置均 可一一对应地适用于第二部件、第一部件和转接件。
基于此，本实施例实际上还提供了一种推拉结构，推拉结构的设计原则为：推拉结构包括第一部件、第二部件和前述转接件，转接件与其不同位置分别与第一部件和第二部件转动连接，同时还与第一部件和第二部件卡接，第一部件和第二部件能凭借转接件进行传动。
请继续参阅图25，示例性地，主动进气格栅还包括第二连杆机构5，与前述第一连杆机构4的位于联动支架2下侧的设置相对应的是，第二连杆机构5与固定支架1的实车上端、固定支架1的实车下端、联动支架2的实车上端以及联动支架2的实车下端均连接，当第一连杆机构4运动带动联动支架2相对于固定支架1移动时，第二连杆机构5将发生适应性运动。
同时，第二连杆机构5与联动支架2至少存在两个连接处，该第二连杆机构5的至少两个连接处分别位于联动支架2的两个相对端上；第二连杆机构5与固定支架1至少存在两个连接处，该第二连杆机构5的至少两个连接处分别位于固定支架1的两个相对端上。
承上述，第二连杆机构5用于将第一连杆机构4传到第一连杆机构4和联动支架2连接处的力传导至整个联动支架2上，确保进气单元10的开闭动作在任何行车工况下均能顺利进行，并确保叶片6-联动支架2-固定支架1三者之间形成的系统的结构强度和模态。
对此更为详细的描述是，由于第一连杆机构4设置在联动支架2的下侧并位于联动支架2与固定支架1之间，因此第一连杆机构4相当于设置在主动进气格栅的下部，第一连杆机构4相当于通过“推拉”的方式使联动支架2运动；基于此，首先，当车辆需要对抗强劲风力，例如在高速路上行车时，具备第二连杆机构5的主动进气格栅能迅速地将第一连杆机构4施加在联动支架2下部的力传递至联动支架2整体，从而确保叶片6能在强劲风力下顺利完成需要的翻转动作，开闭进气单元10；其次，由于第二连杆机构5即与联动支架2的上下端连接又与固定支架1的上下端连接，因此叶片6-联动支架2-固定支架1的系统中相当于存在了一个能传递力且坚固的可活动桥梁，这无疑能增加整个系统的结构强度和模态，同时间接地增加主动进气格栅整体的结构强度和模态。
请继续参阅图26，示例性地，第二连杆机构5包括转动连接的第一分体件 51和第二分体件52，第一分体件51和第二分体件52的其中之一与固定支架1转动连接，第一分体件51和第二分体件52的其中另一与联动支架2转动连接。此外优选但不一定必须的设置包括：第一分体件51和第二分体件52的其中之一上设有轴区53，其中另一上设有旋转连接部54，旋转连接部54与轴区53转动连接。图26示意的是轴区53设置在第一分体件51且旋转连接部54设置在第二分体件52上的情形。
优选但不一定必须的设置还包括：旋转连接部54为一体成型在第一分体件51和第二分体件52其中之一上的侧面开口的套筒状，轴区53为一体成型在第一分体件51和第二分体件52其中另一上的圆柱。图26中采用的是轴区53设置在第一分体件51上，旋转连接部54设置在第二分体件52上的方案。
优选但不一定必须的设置还包括：第一分体件51和第二分体件52均呈U型状，U型的第一分体件51于其开口位置的一端部与联动支架2和固定支架1的其中之一转动连接，于其开口位置的另一端部与联动支架2和固定支架1的其中另一转动连接。
优选但不一定必须的设置还包括：在主动进气格栅中，如图2所示，一第二连杆机构5与联动支架2的实车左上角和实车左下角相连，并与固定支架1的实车左上角和实车左下角相连；还有一第二连杆机构5与联动支架2的实车右上角和实车右下角相连，并与固定支架1的实车右上角和实车右下角相连。
请继续参阅图27，优选但不一定必须的设置还包括：在第二分体件52上还设有一相对于周侧来说向上凸起的分力部55。
如图25所示，该分力部55的设置目的在于：分担叶片6在进气单元10开闭过程中所受的力；对此更为详细的描述是，某些可能的实施例中，叶片6在自车内向车外翻转到关闭进气单元10的程度时会与外饰架1a上的支撑支架23相接触，且驱动装置3停止带动联动支架2向前行进的判断条件(即运行逻辑)包括，驱动装置3遭遇一定阻力时即停止带动联动支架2向前行进；其中，所述的“一定阻力”指的是当叶片6翻转至关闭进气单元10的程度时，叶片6受外饰架1a上的支撑支架23阻碍，并与支撑支架23之间发生的具有一定数值的反作用力。
换言之，在前述判断逻辑下，驱动装置3停止带动联动支架2向前行进的判 断条件想要被满足，实际需要叶片6在驱动装置3的带动下先与支撑支架23相撞，且叶片6与支撑支架23相撞的力以阻力的形式传递给驱动装置3。
基于此，设置分力部55，通过使分力部55被配置为叶片6与支撑支架23相撞时，第一分体件51同时与分力部55相撞，则第一分体件51与分力部55相撞而产生的力就也会以阻力的形式反馈给驱动装置3，使得驱动装置3接收到的阻力实际上变为了由第一分体件51与分力部55之间的力和叶片6与支撑支架23之间的力组成的合力，该合力能轻易满足驱动装置3的判定条件，使驱动装置3即刻停止带动联动支架2前移；基于此，由于存在分担数值的第一分体件51与分力部55之间的力，则在叶片6与支撑支架23撞击的过程中，叶片6需受到的力自然而然便会减小。这样的设计，能减少叶片6在主动进气格栅在长期使用过程中发生外观形变(例如与支撑支架23过度撞击而在表面产生凹陷)的几率。
需要说明的是，想要设计预期阻碍叶片6，以为驱动装置3提供满足判断条件的阻力，也可以不采用上述的使叶片6与支撑支架23相撞的方案，而是在固定支架1上，于叶片6的转动轨迹上设置其他的止位特征。
还需要说明的是，第二连杆机构5并不止可以采用上述结构，本领域技术人员可以对第二连杆机构5的具体形态进行调节和再设计。例如，第二连杆机构5可以为如图28所示的形态，并具有如图29所示的运动简图和预期运动行程，图29中的点①和点②分别表示第二连杆机构5与联动支架的实车上端和实车下端的相连；第二连杆机构5还可以为如图30所示的形态，并具有如图31所示的运动简图和预期运动行程，图31中的点③和点④分别表示第二连杆机构5与联动支架的实车上端和实车下端的相连；第二连杆机构5还可以为如图32所示的形态，并具有如图33所示的运动简图和预期运动行程，图33中的点⑤和点⑥分别表示第二连杆机构5与联动支架的实车上端和实车下端的相连。
还需要说明的是，基于上述结构，本实施例实际上还提供了一种移动结构，以联动支架2为需移动件，固定支架1为位置固定件，该移动结构的设置原则包括：移动结构包括需移动件、位置固定件、第一连杆机构4和第二连杆机构5；位置固定件的位置固定，第一连杆机构4位于需移动件的一侧并于其不同位置分别与需移动件和位置固定件相连，第二连杆机构5于其不同位置分别与需移动件 和位置固定件相连，第一连杆机构4能在外力作用下带动需移动件相对于位置固定件移动，并使第二连杆机构5发生适应性运动；
第二连杆机构5与需移动件至少存在两个连接处，该第二连杆机构5的至少两个连接处分别位于需移动件的两个相对端上；第二连杆机构5与位置固定件至少存在两个连接处，该第二连杆机构5的至少两个连接处分别位于位置固定件的两个相对端上；第二连杆机构5用于将第一连杆机构4传到第一连杆机构4和需移动件连接处的力传导至整个需移动件；
第二连杆机构5包括转动连接的第一分体件51和第二分体件52，第一分体件51和第二分体件52的其中之一与固定支架1转动连接，第一分体件51和第二分体件52的其中另一与联动支架2转动连接；第一分体件51和第二分体件52的其中之一上设有轴区53，其中另一上设有旋转连接部54，旋转连接部54与轴区53转动连接。
需要说明的是，由于位置固定件为固定支架1，需移动件为联动支架2，因此前述所有固定支架1和联动支架2的设置均可一一对应地适用于位置固定件和需移动件。
基于上述结构还需要谈论到相关技术中设置移动结构的一些背景，包括：相关技术中，若需要使某一需移动件相对于某一固定不动的位置固定件沿某种预期轨迹往复移动，例如需要需移动件相对于位置固定件前后移动，则常用的设计方案包括：如图46所示，使该需移动件的侧表面与为驱动装置的带伸缩杆F的电机总成G相连，在伸缩杆F平行于前后方向设置的前提下，令该需移动件受电机总成G带动进而实现往复运动。
此类设计方案的缺点在于，当电机总成G与需移动件的接触位置并非需移动件的重心处，且前述需移动件的体积远大于伸缩杆F与该需移动件的接触面积时，需移动件相当于只受到单点的推动；由于需移动件相当于只受到单点的推动，因此当需移动件还受其他外力(例如需对抗强劲风力)作用时，需移动件的运动稳定性容易表现不佳。
而与之相对应地，由于前述移动结构中存在第二连杆机构5，第二连杆机构5在需移动件和位置固定件之间形成了一种迅速传力桥梁一样的存在，并可通过自身与需移动件和位置固定件之间的连接加强整个移动结构的结构强度和模态，因此本实施例提供的移动结构相对于相关技术而言具备较佳的运动稳定性，同理， 其中需移动件也具备良好的运动稳定性。
实施例二
本申请提供一种主动进气格栅，请参考图34-43、图13、图15、图28、图30和图32，该主动进气格栅包括：固定支架1，联动支架2，驱动装置3、第一连杆机构4和至少一个进气单元10；进气单元10包括多个叶片6和多个叶片连杆机构7；联动支架2与多个叶片连杆机构7中每一叶片连杆机构7的第一端转动连接，各个叶片连杆机构7的第二端与各个叶片6的第一端一一对应转动连接；叶片6的第二端与固定支架1转动连接；第一连杆机构4的第一端与联动支架2连接；第一连杆机构4的第二端与驱动装置3连接；驱动装置3驱动第一连杆机构4运动，第一连杆机构4带动联动支架2运动，联动支架2带动叶片连杆机构7运动，叶片连杆机构7带动叶片6的第一端转动，以打开或关闭进气单元10。
本申请通过驱动装置3与第一连杆机构4连接，在驱动装置的驱动作用下，驱动装置驱动第一连杆机构4的驱动轴41运动，进而带动第一连杆机构4运动，而第一连杆机构4的一端与联动支架2固定连接；在第一连杆机构4运动的过程中，第一连杆机构4带动联动支架2沿联动支架2的厚度方向运动；联动支架2与叶片连杆机构7的第一端转动连接，叶片连杆机构7的第二端与叶片6转动连接，叶片6与固定支架1转动连接，在联动支架2沿联动支架2的厚度方向运动的过程中，联动支架2通过叶片连杆机构7带动叶片转动，叶片转动后进气单元10打开，进而达到进气效果。在相同的叶片开启角度的情况下，相比于传统的主动进气格栅，本申请的主动进气格栅有效进气面积明显增大，提高了散热效率；且本申请设置多个叶片，在相同的叶片面积下，将风力分担给多个叶片，提高了整体进气单元10的承受能力，不易损坏；本申请通过将多组叶片与联动支架连接，在联动支架沿联动支架的厚度方向运动的过程中，保证了每个叶片运动的同步性。
在一些实施例中，第一连杆机构4的一端与固定支架1固定连接，通过将第一连杆机构4与固定支架1固定连接，在第一连杆机构4带动第一连杆机构4带动联动支架2朝向或背离叶片6的第二端的方向运动时，提高联动支架运动的稳定性。
在一些实施例中，还包括第二连杆机构5；第二连杆机构5的一端与固定支 架1固定连接，第二连杆机构5的另一端与联动支架2固定连接。需要说明的是，第一连杆机构4可设置于主动进气格栅的长度方向上，也就是主动进气格栅安装在车辆上后，第一连杆机构4可设置于主动进气格栅的底部，第二连杆机构可设置于主动进气格栅的宽度方向上，即主动进气格栅安装在车辆上后，第一连杆机构4可设置于主动进气格栅侧边，本申请通过设置第一连杆机构和第二连杆机构，利用第一连杆机构上驱动第二连杆机构，第一连杆机构和第二连杆机构共同带动联动支架运动，确保了联动支架运动时的平衡性、同步性和同时性，进而提高了多个叶片转动时的角度同步性和角度稳定性。
在一些实施例中，主动进气格栅包括第一进气部11和第二进气部12；第一进气部11和第二进气部12分别设置有驱动装置3、第一连杆机构4和至少一个进气单元10；驱动装置3与车辆的控制器电连接，控制器用于单独控制单个驱动装置3。本申请将整个主动进气格栅至少分为第一进气部11和第二进气部12，通过独立的驱动电机可单独控制第一进气部11和第二进气部12的叶片运动方向，使二者的叶片运动方向和转动角度可以一致，也可以不一致，可根据需求设置第一进气部11和第二进气部12的进气单元10中的叶片的开启角度，适用性较广。优选地，第一进气部11和第二进气部12分别还设置有第二连杆机构5。
在一些实施例中，在进气单元10处于打开状态时，至少存在两个叶片6相互之间不平行，以使至少两个叶片6的朝向不一致。从而在进气单元10处于打开状态时，实现了进气单元10的多个角度的进气。
在一些实施例中，叶片连杆机构7的第二端与叶片6的自由端轴接；叶片6的连接端与固定支架1轴接；单个叶片6与至少一个叶片连杆机构7轴接。可根据需求设置叶片连杆机构7的数量，在此不作限定。
在一些实施例中，请参考图36-39，叶片6与固定支架1连接处设置有转轴，叶片6能够沿转轴向远离固定支架1的方向运动；单个进气单元10中的多个叶片6的转动方向各自不同。本申请相对于单开或对开(即两个方向开启)，更加节约内部空间，此外，在外置式进气格栅中，法规要求不能外开，单开的轴在中间时不满足法规要求，轴在边上向内开时很浪费内部空间。本申请的多方向向内开启，能够节约内部空间，同时满足进气量要求。并且单开进气方向偏离行车方向，车速较高时会对车身稳态有一定影响。本申请以及对开叶片对称开启，进气和行 车方向一致，不会影响车身稳态。需要说明的是，转轴可以为全轴也可以为半轴，优选地，转轴为全轴，提高了进气格栅在工作时的安全性能。
在一些实施例中，主动进气格栅的外观面为弧形结构。本申请主动进气格栅的外观面为弧形结构，实现了主动进气格栅在弧形面内的可运动性，在主动进气格栅与车辆安装后，弧形结构提供了较大的可利用空间，该空间可放置多类型结构的保险杠，适用范围广，且本申请的主动进气格栅外观更具美观性。
在一些实施例中，请参考图43，图43为本申请实施例涉及的不同形状进气单元10的进气格栅示意图。叶片6的形状包括三角形、梯形和扇形中的至少一种。其中，梯形可以包括直梯形和弧底梯形；进气单元10的形状包括圆形和多边形中的至少一种。具体地，叶片按环形排布，示例性地，当叶片为三角形且一个进气单元10设置3个叶片时，3个叶片闭合后形成的形状为三角形，也就是说一个进气单元10为三角形，具体请参考图43(c)；当叶片为三角形且一个进气单元10设置4个叶片时，4个叶片闭合后形成的形状为正方形，也就是说一个进气单元10为四边形，具体请参考图43(d)；当叶片为三角形且一个进气单元10设置5个叶片时，5个叶片闭合后形成的形状为五边形，也就是说一个进气单元10为五边形，具体请参考图43(a)；当叶片为三角形且一个进气单元10设置6个叶片时，6个叶片闭合后形成的形状为六边形，也就是说一个进气单元10为六边形；当叶片为扇形且一个进气单元10设置4个叶片时，4个叶片闭合后形成的形状为圆形，也就是说一个进气单元10为圆形，具体请参考图43(b)。需要说明的是，联动支架的形状结构可根据叶片形状结构的改变，作相应的适应性修改。
在一些实施例中，固定支架上设置有进气单元安装口，进气单元安装口与进气单元10一一对应设置；进气单元安装口的形状包括圆形和多边形中的至少其一，多个叶片沿进气单元安装口的边缘周向布置。进气单元安装口内设置支撑支架23，示例性的，在进气单元10为六边形的情况下，支撑支架23将六边形进气口分割为6个三角形窗口，每一三角形窗口对应设置一个三角形叶片。
在一些实施例中，固定支架上还设置有冗余叶片安装口22，冗余叶片安装口22位于相邻进气单元安装口之间；冗余叶片安装口22内安装有相对应的叶片，在联动支架带动进气单元的叶片转动的过程中，同时带动冗余叶片安装口22内 的叶片转动。有空间上许可的情况下，可根据需求设置不同形状结构的冗余叶片安装口22和其对应的叶片，示例性的，请参考图34和图40，图34和图40中两个六边形的相邻进气单元安装口间上下端分别设置了一个三角形的冗余叶片安装口22。
在一些实施例中，叶片6的转动角度为0-85°。需要说明的是，可根据整车的散热需求控制进气格栅的叶片转动角度，本申请的进气格栅的最大转动角度可达到85°，且基于多叶片布置，在相同的叶片开启角度的情况下，相比于传统的主动进气格栅，本申请的主动进气格栅有效进气面积较大，提高了散热效率。
在一个优选的实施例中，叶片6的最大转动角度无限趋近于直角。
在一些实施例中，第一连杆机构4可以为螺杆，联动支架上设置有与螺杆匹配的螺孔，驱动装置与螺杆连接，驱动装置直接驱动螺杆转动，螺杆大体垂直于主动进气格栅的外表面，进而螺杆运动时，带动联动支架大体沿垂直于格栅外表面运动。
在一些实施例中，请参考图13和图15，第一连杆机构4可以为二连杆运动机构、Y形八连杆运动机构或其他结构，第一连杆机构4用于带动联动支架运动，具体结构不以上述示例为限。
在一些实施例中，请参考图28、图30和图32，第二连杆机构5包括荷叶运动机构、剪刀形运动叉臂和Y形八连杆运动机构中的至少一种。第二连杆机构5用于将设置于联动支架底端的第一连杆机构的力传递到联动支架上端，从而使整个联动支架受力均匀，保持运动平衡，第二连杆机构5的具体结构不以上述示例为限。
在一些实施例中，驱动装置上还设置有减速齿轮，在驱动装置驱动第一连杆机构的过程中，可采用减速齿轮增加扭矩，齿轮比可以为1：2.6。
在一些实施例中，外置式主动进气格栅的加工方式为注塑成型。
本申请的主动进气格栅关闭过程：在驱动装置的驱动下，第一连杆机构沿靠近固定支架的方向运动，从而拉动联动支架向靠近固定支架的方向做直线运动，联动支架推动叶片连杆机构做旋转运动，使得叶片沿着旋转轴转动，至所有叶片闭合，实现主动进气格栅的关闭。
本申请的主动进气格栅开启过程：在驱动装置的驱动下，第一连杆机构沿远 离固定支架的方向运动，从而拉动联动支架向远离固定支架的方向做直线运动，联动支架拉动叶片连杆机构做旋转运动，使得叶片沿着旋转轴转动，当叶片处于所需转动角度时，实现主动进气格栅的开启。需要说明的是，可以根据不同的需求，通过驱动电机控制第一连杆机构运动到不同的位置，从而实现叶片的开启至不同角度，而控制主动进气格栅的有效进气面积。
本申请还提供一种车辆，包括如上所述的主动进气格栅。
采用上述技术方案，本申请提供的主动进气格栅及车辆具有如下有益效果：
本申请通过设置多个叶片，在相同的叶片开启角度的情况下，相比于传统的主动进气格栅，本申请的主动进气格栅有效进气面积明显增大，提高了散热效率；本申请通过设置多个叶片，在相同的叶片面积下，将风力分担给多个叶片，提高了整体进气单元的承受能力，不易损坏；本申请通过将多组叶片与联动支架连接，在联动支架沿所述联动支架的厚度方向运动的过程中，实现进气单元的打开和关闭，保证了每个叶片运动的同步性。
本申请通过设置第一连杆机构和第二连杆机构，将第一连杆机构上的力传递给第二连杆机构，第一连杆机构和第二连杆机构共同带动联动支架运动，确保了联动支架运动时的平衡性、同步性和同时性，进而提高了多个叶片转动时的角度同步性和角度稳定性。
本申请通过设置多个叶片，及单个进气单元中的多个叶片的转动方向各自不同，从而实现了风向传递的角度多样性，将进气传递至车辆所需散热的各个位置。
本申请的主动进气格栅的外观面为弧形结构，在车辆中提供了较大的可利用空间，该空间可放置多类型结构的保险杠，适用范围广，且本申请的主动进气格栅外观更具美观性。
以上所述，仅为本发明的具体实施方式，但本发明的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本发明的保护范围之内。因此，本发明的保护范围应以所述权利要求的保护范围为准。

Claims (17)

  1. 一种主动进气格栅，其特征在于，包括：固定支架(1)，联动支架(2)，驱动装置(3)、第一连杆机构(4)和至少一个进气单元(10)；
    所述进气单元(10)包括多个叶片(6)和多个叶片连杆机构(7)；
    所述联动支架(2)与所述多个叶片连杆机构(7)中每一所述叶片连杆机构(7)的第一端转动连接，各个所述叶片连杆机构(7)的第二端与各个所述叶片(6)的第一端一一对应转动连接；所述叶片(6)的第二端与所述固定支架(1)转动连接；
    所述第一连杆机构(4)的第一端与所述联动支架(2)连接；所述第一连杆机构(4)的第二端与所述驱动装置(3)连接；
    所述驱动装置(3)驱动所述第一连杆机构(4)运动，所述第一连杆机构(4)带动所述联动支架(2)运动，所述联动支架(2)带动所述叶片连杆机构(7)运动，所述叶片连杆机构(7)带动所述叶片(6)的第一端转动，以打开或关闭所述进气单元(10)。
  2. 根据权利要求1所述的主动进气格栅，其特征在于，所述固定支架(1)上设置有进气单元安装口，所述进气单元安装口与所述进气单元(10)一一对应设置；
    所述进气单元安装口的形状包括圆形和多边形中的至少其一，所述多个叶片(6)沿所述进气单元安装口的边缘周向布置。
  3. 根据权利要求1所述的主动进气格栅，其特征在于，所述固定支架(1)上还设有冗余叶片安装口(22)，所述冗余叶片安装口(22)位于相邻进气单元安装口之间，所述冗余叶片安装口(22)内设有叶片(6)。
  4. 如权利要求1所述的主动进气格栅，其特征在于，包括固定支架(1)、联动支架(2)、驱动装置(3)、第一连杆机构(4)和至少一个进气单元(10)；
    所述固定支架(1)上设置有进气单元安装口，所述进气单元安装口与所述进气单元(10)一一对应设置；
    所述进气单元(10)包括多个叶片(6)和多个叶片连杆机构(7)，所述叶片(6)上设有第一端和第二端，所述叶片(6)的第二端与所述进气单元安装口的边缘处转动连接以实现所述叶片(6)与所述固定支架(1)的转动连接，各个 叶片(6)的第一端相对于自身的第二端远离所述进气单元安装口的边缘处，并与各个叶片连杆机构(7)一一对应地转动连接；
    各个叶片连杆机构(7)的一端与各个叶片(6)转动连接，各个叶片连杆机构(7)上还有一端与联动支架(2)转动连接；
    所述第一连杆机构(4)于其不同位置分别与所述联动支架(2)和所述驱动装置(3)连接，所述第一连杆机构(4)被配置为能受所述驱动装置(3)驱动并带动所述联动支架(2)运动，使所述叶片连杆机构(7)受所述联动支架(2)带动，进而所述叶片连杆机构(7)带动所述叶片(6)转动，所述叶片(6)相对于所述固定支架(1)翻转，以打开或关闭所述进气单元(10)。
  5. 如权利要求4所述的主动进气格栅，其特征在于，所述进气单元(10)被配置为，进气单元(10)处于打开状态时，同一进气单元(10)的各叶片(6)之间于所述主动进气格栅上形成进气通道；所述进气通道被配置为空气能经其穿入所述主动进气格栅；所述进气单元(10)处于关闭状态时，所述进气通道消失；
    同一进气单元(10)内的各叶片(6)被配置为，所述联动支架(2)朝远离所述进气单元安装口的方向运动，叶片(6)之间形成所述进气通道；所述进气通道形成后，所述联动支架(2)朝靠近所述进气单元安装口的方向复位，所述进气通道消失。
  6. 如权利要求4所述的主动进气格栅，其特征在于，所述叶片连杆机构(7)与所述叶片(6)转动连接并还与所述叶片(6)卡接，所述叶片连杆机构(7)与所述联动支架(2)转动连接并还与所述联动支架(2)卡接。
  7. 如权利要求6所述的主动进气格栅，其特征在于，所述叶片连杆机构(7)包括主体(71)和第一配合部(72)，所述主体(71)上设有第一基底区(711)，所述第一基底区(711)和所述第一配合部(72)相连且所述第一配合部(72)设置在第一基底区(711)上，所述第一配合部(72)包括距离所述主体(71)由近到远依次设置的第一轴部(721)和卡接部组(722)，所述卡接部组(722)包括第一卡接部(7221)和第二卡接部(7222)，所述第一卡接部(7221)和所述第二卡接部(7222)间隔设置，所述第一卡接部(7221)和所述第二卡接部(7222)均与所述第一轴部(721)相连，且所述第一卡接部(7221)和所述第二卡接部(7222)能弹性形变；所述叶片(6)上设有第二配合部(61)，所述卡接部组(722) 与所述第二配合部(61)卡接，所述第一轴部(721)与所述第二配合部(61)转动连接；所述第二配合部(61)位于所述卡接部组(722)与所述主体(71)之间，所述卡接部组(722)和所述第一基底区(711)被配置为相协同以将所述第二配合部(61)的至少部分限制于它们之间，进而限制所述叶片连杆机构(7)与所述叶片(6)的脱离。
  8. 如权利要求7所述的主动进气格栅，其特征在于，还包括第三配合部(73)，且所述主体(71)上还设有第二基底区(712)，所述第二基底区(712)和第三配合部(73)相连且第三配合部(73)设在所述第二基底区(712)上，所述第三配合部(73)包括间隔设置的第二轴部(731)和第三卡接部(732)，所述联动支架(2)上设有第四配合部，所述第二轴部(731)与所述第四配合部转动连接，所述第三卡接部(732)与所述第四配合部卡接。
  9. 如权利要求7或8所述的主动进气格栅，其特征在于，所述叶片连杆机构(7)还包括弹性部(74)，所述弹性部(74)与所述主体(71)相连并与联动支架(2)相抵，以在所述叶片连杆机构(7)和所述联动支架(2)相对运动时起缓冲作用；所述弹性部(74)上设有数量至少为一的贯穿区(741)，所述贯穿区(741)用于方便位于其周侧的靠近所述弹性部(74)边沿的所述弹性部(74)形变。
  10. 如权利要求9所述的主动进气格栅，其特征在于，所述贯穿区(741)的设置数量为二以上，不同的贯穿区(741)用于方便所述弹性部(74)的不同位置形变，该弹性部(74)的不同位置用于在所述叶片连杆机构(7)和所述联动支架(2)运动的不同时刻起缓冲作用。
  11. 如权利要求1或4所述的主动进气格栅，其特征在于，还包括第二连杆机构(5)，所述第一连杆机构(4)位于所述联动支架(2)的实车下侧并与所述联动支架(2)相连，所述第二连杆机构(5)与所述固定支架(1)的实车上端、固定支架(1)的实车下端、联动支架(2)的实车上端以及联动支架(2)的实车下端连接；所述第一连杆机构(4)被配置为能受所述驱动装置(3)驱动并带动所述联动支架(2)朝实车前方或实车后方运动，使所述叶片(6)相对于所述固定支架(1)朝车外或车内翻转，以打开或关闭所述进气单元(10)。
  12. 如权利要求11所述的主动进气格栅，其特征在于，所述第二连杆机构(5) 包括转动连接的第一分体件(51)和第二分体件(52)，所述第一分体件(51)和所述第二分体件(52)的其中之一与固定支架(1)转动连接，所述第一分体件(51)和所述第二分体件(52)的其中另一与所述联动支架(2)转动连接。
  13. 如权利要求12所述的主动进气格栅，其特征在于，所述第一分体件(51)和所述第二分体件(52)的其中之一上设有轴区(53)，其中另一上设有旋转连接部(54)，所述旋转连接部(54)与所述轴区(53)转动连接。
  14. 如权利要求13所述的主动进气格栅，其特征在于，所述旋转连接部(54)为一体成型在所述第一分体件(51)和所述第二分体件(52)其中之一上的侧面开口的套筒状，所述轴区(53)为一体成型在所述第一分体件(51)和所述第二分体件(52)的其中另一上的圆柱。
  15. 如权利要求12所述的主动进气格栅，其特征在于，所述第一分体件(51)和所述第二分体件(52)均呈U型状，U型的所述第一分体件(51)于其开口位置的一端部与所述联动支架(2)和所述固定支架(1)的其中之一转动连接，于其开口位置的另一端部与所述联动支架(2)和所述固定支架(1)的其中另一转动连接。
  16. 如权利要求12所述的主动进气格栅，其特征在于，所述驱动装置(3)的运行逻辑包括检测其受到的阻力；所述第二分体件(52)上设有相对于其周侧朝所述第二分体件(52)外凸伸的分力部(55)，所述分力部(55)设置在所述第一分体件(51)的转动轨迹上，所述分力部(55)能阻碍所述第一分体件(51)的转动并用于与第一分体件(51)之间产生相互作用力；所述分力部(55)受到的来自所述第一分体件(51)施加的力，用于作为所述阻力的一部分传递给所述驱动装置(3)。
  17. 一种车辆，其特征在于，包括权利要求1-16任一项所述的主动进气格栅。
PCT/CN2023/084210 2022-03-28 2023-03-27 一种主动进气格栅及车辆 WO2023185777A1 (zh)

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